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All 2006 Lexus GS REVIEWS here (updated 3/23/05)
In this thread will be all the reviews posted by the press. Thanks in advance to our Clublexus members who have posted this information. Please DO NOT add comments or they will be deleted, thanks.
Edmunds
Plus, its engine block is cast in aluminum (the old straight-six it replaces was iron), which helps the '06 GS 300 shed approximately 100 pounds overall.
Don't waste much sympathy on Toyota, since it sits atop this industry's loftiest mountain of cash. But the global auto giant still faces a challenge when trying to inject a little more adrenaline into its Lexus products.
In cooking up the 2006 GS 300 (and the V8-powered GS 430), Lexus wanted a little more moxie, a little more swagger. And yet the principles of smoothness, silence, refinement and general conservatism that define the Lexus brand could not be violated.
"With this all-new GS," asserts Denny Clements, Lexus group vice president and general manager, "we will change the perception of what a performance sedan is all about."
How did the carmaker do? As GS 300 reviews roll in, we're confident the consensus will be that Lexus' midrange luxury sport sedan has been energized without being misdirected.
Sharpening the Edge
Some hint of the previous GS shape carries over to the new car, especially in the face. But most of the former ovoid proportions are replaced by taut surfaces and crisp creases. The long, sloping roofline and very short deck create a pronounced fastback effect. Overall the car is a hair shorter, narrower and longer than a 5 Series.
Inside, a Lexus is a Lexus is a Lexus. Fine materials, tasteful design and that impeccable touch the company does so well are still here. We might pick nits and suggest that the large, unadorned expanse of dash in front of the passenger looks a little stark. But the GS cabin will feel entirely familiar to a Lexus fan, and comfortingly polished to most anyone. Previous GS owners will recognize the gated shifter and three-pod gauge cluster.
But it's in the performance arena that Lexus really wants to differentiate this new car. The sprinter is the GS 430, using the same 300-horsepower, 4.3-liter V8 it has relied upon since 2001. With a new six-speed automatic transmission, this car is good for a claimed 0-60-mph time of 5.7 seconds and a governed top speed of 149 — the fastest Lexus ever. The GS 430 starts at $51,125, and we will have one in a full comparison test shortly.
The volume seller, though, will be the $42,900 GS 300, which makes use of an all-new ultrasmooth 32-valve double-overhead cam V6 engine. For improved efficiency, it features direct fuel injection and a variable valve timing system, which now adjusts both intake and exhaust cams. Plus, its engine block is cast in aluminum (the old straight-six it replaces was iron), which helps the '06 GS 300 shed approximately 100 pounds overall.
Peak power is up by 20 hp, from 225 to 245, and the V6 also benefits from the slick new six-speed automatic, so performance clearly improves, even in this "base" car. The last GS 300 we tested (1999) gave 7.5 seconds to 60. We expect the new one to be in the high-6-second range.
Everything but the Kitchen Sink
Tech junkies and acronym lovers have lots to swoon over in the new GS line. The 430 gets a new Vehicle Dynamics Integrated Management system (VDIM) that works with Vehicle Stability Control (VSC), traction control (TRAC), BrakeAssist (BA), antilock brake system (ABS), Electronic Throttle Control with intelligence (ECT-i), electric power steering (EPS), Variable Gear Ratio Steering (VGRS) and electronically controlled brakes (ECB).
The GS 300 gets along without some of the new-generation trickery (VDIM, VGRS and ECB), but we noticed no dynamic problems that called for additional techno-fizz, even during hard driving. We also weren't distracted by the overt intervention of electronic nannies, which is good.
Among the decisions GS 300 buyers now get to make is whether all-wheel drive suits their style. Lexus has ambitious hopes for the $44,850 all-wheel-drive version, which weighs 224 pounds more and trades slightly busier road feedback for the added traction. (Also, a GS 450h hybrid will roll out in about a year.)
The other big choice (not really a choice at all) concerns the spectacular Mark Levinson premium sound option. It's a true surround system, delivering discrete 5.1 multichannel playback, utilizing no less than 330 watts of amplifier power and 14 speakers.
The Big Secret
Obviously, the GS 300 will not hog the performance spotlight the way the GS 430 will, but you know what? The lighter, better-balanced GS 300 gave us a driving experience we might judge more pleasant all around. With less mass in the nose, the V6 car is quicker on its feet and more poised. It doesn't pull as hard as the V8, naturally, but unless you drive them back-to-back, you might not care.
However you spec out a 2006 Lexus GS, you'll find a spirited, sophisticated, elegant automobile that hits both the "luxury" and "sport" targets Toyota aimed for in this modern luxury sport sedan.
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Car Connection
Quote:
Originally Posted by Car Freak
The Car Connection got ahold of a GS430. Still didn't have too much to say about the way it drives, but here you go. I'm still left wanting more.
Every so often, a car comes along that revolutionizes the concept of luxury: the tailfinned, ?9 Cadillac Eldorado, the sporty BMW 3-Series and the lavish Mercedes-Benz S-Class, to name just a few.
Fifteen years ago, a new player entered the luxury market, and Lexus didn play by the traditional rules. Its original LS400 was unexpectedly affordable, surprisingly well equipped and uncannily quiet. It may have been, as critics contended, plain vanilla, but the sedan made a quick connection with increasingly affluent Baby Boomers raised on Japanese imports.
These days, Lexus is the U.S. market luxury segment leader, something of a surprise, actually, when you consider that the automaker has had a dearth of new products in recent years. It hasn introduced a new passenger car since 2001, nor a light truck since 2003. In today hotly competitive market, that a potentially serious disadvantage, but one that Toyota highline marque is determined to address.
The coming months will see a flood of new vehicles, including the world first luxury hybrid, a version of the brand popular crossover/ute dubbed the RX400h. An updated IS sedan is in final development, Lexus intent on tackling the segment long dominated by the BMW 3-Series.
Such a goal once might have seemed pure hubris. The typical Lexus was solid, reliable, and luxurious, but surprisingly soulless ?by no means he ultimate driving machine.?Yet one thing the Japanese automaker has proven repeatedly is that it shouldn be taken for granted, something another new entry from Lexus underscores.
When there a foot of snow on the ground in Detroit , it hard to refuse a chance to go wandering around the Palm Springs desert in a pre-production version of the 2006 Lexus GS430. Never mind that heavy rains washed out some of the main desert roadways, while snow and sleet were falling in the mountain passes nearby. But the skies cleared on the morning of our drive, a bright Winter sun quickly chasing off the morning chill. It wasn difficult to warm up to the look of the new GS, either.
First of a new design direction
Until recently, Lexus was a sort of corporate afterthought, the brand selling vehicles actually developed for other Toyota brands in the Japanese market. Recently, however, Lexus debuted in the home market, prompting Toyota to finally give it a separate styling studio. GS is the first production application of the -Finesse?design theme, which is meant to et the standard for all Lexus sedans to follow,?explained chief engineer Shigetoshi Miyoshi.
The GS has a simple, uncluttered look, emphasizing understated luxury. In practical terms, the new car has longer front overhangs than the old GS, with a rounder and more sculpted shape. It features a high beltline, with a long, swooping roofline that sweeps into a high rear deck.
It a handsome vehicle, though it is likely to feel a little more familiar than Lexus intended. The nose is vaguely reminiscent of the old SC-series coupe, while the fast tail is in line with the latest M series from Infiniti.
The new body is an inch longer and wider than the old GS, the wheelbase stretched a full two inches.
The visual sense of sportiness is entirely intentional, as the GS benchmark was the BMW 5-Series. That a bit of a shift for Lexus, which traditionally seemed more intent on mimicking Mercedes-Benz.
On paper, the GS430 certainly seems to deliver. Thump the throttle, and youl watch the speedo needle sweep past 60 in an impressive 5.7 seconds. Top speed is a solid 149 mph.
Specs can be misleading, of course, but not in this case, as we pleasantly discovered during a day driving up and into the San Gabriel Mountains. The new GS is not only fast, but uncannily responsive. Steering is precise and quick, a subtle yet effective speed-sensitive system constantly adjusting the steering ratio.
The narrow and windy mountain passes constantly toss new challenges at you, and it easy to get in over your head. Yet the GS seemed to almost anticipate the road contour, correcting driver errors so quickly as to be almost imperceptible. It the sort of a car that can make even an average driver feel ready for track time.
Alphabet soup works wonders
Give credit, Lexus officials explained, to the new Vehicle Dynamics Integrated Management System. VDIM takes its cues from a whole range of sensors designed to measure such things as steering angle, yaw rate, brake pressure, and acceleration. The data are used to control a whole alphabet soup of traction systems, including Anti-lock brakes (ABS), Vehicle Stability Control (VSC), Traction Control (TCS), Brake Assist (BA), and Electronic Throttle Control with intelligence (ETC-I).
Add an electronically variable suspension system, with both throttle and brakes operating by-wire. The new GS is even able to detect and adjust automatically to side winds.
Indeed, it took more than an hour to get briefed on all the electronic and electromechanical systems mounted on the new GS430. But what really matters is that they work. And well, with surprisingly little sense of intrusion. Most of the time, you won even realize when the car digs itself out of trouble.
If things get a little too far out of hand, the GS is also loaded with a variety of safety features, including the Pre-Collision System (PCS). Similar to the Pre-Safe technology found in the Mercedes-Benz S-Class, it takes steps to prepare passengers for a crash, including cinching in their seatbelts. But Lexus goes a major step further.
PCS is connected to the same forward-looking radar system used for its Active Cruise Control, which allows you to set a desired speed, but adjust automatically if slower traffic gets in front. If Pre-Collision determines an accident likely, it switches the electronic suspension to its stiffest, Sport mode, turns on brake assist and, if the driver is slow to react, even begins applying brakes.
Those brakes, incidentally, are huge and can bring the sedan to a stop quick enough to give you a nosebleed. But it does take awhile to get used to their grabbiness in routine driving conditions.
Safety blankets, too
There are plenty of other safety features, including dual-stage front airbags, front knee bags, front, seat-mounted side airbags, head curtains for all rows, and seatbelt pre-tensioners for all outboard seats.
Lexus has even automated the parking process. There a rearview camera, its image displayed on the large navigation screen, and the Intuitive Parking Assist system shows both the angle of your front wheels, while suggesting the best angle to make your turn.
The nav screen dominates what, as you might expect, is a very high-tech interior. There are the requisite 10-way heated and cooled power seats, with their numerous memory settings, the dual-zone climate control, even a DVD video system for watching movies ?as long as the car is parked, of course.
The top-line, optional nfotainment?system is arguably the best on the road, featuring the latest custom-designed hardware from Mark Levinson. The base system is a 6-CD-in-dash, 10-speaker, 130-watt affair. The premium package boasts an 11-channel amp, with a total of 330 watts driving 14 separate speakers. It able to handle CDs, DVDs, and a variety of newer media, including ultra-high-fidelity DVD-Audio disks. You may find yourself going out to your car to listen to your favorite tunes.
The nav system, audio, and climate control systems anchor what can best be described as a anoramic?dashboard. It enhances the spaciousness of the cabin, though it not quite as sporty as the more cockpit-like BMW 5-er. Even the instrument cluster is high-tech. The three, deeply-set gauge pods feature variable transparency lenses that operate sort of like those self-darkening sunglasses, but designed primarily to reduce glare in harsh light.
Technology aside, those gauge pods weren quite as sophisticated looking as we have expected, and while the overall interior is incredibly well-apportioned, we were surprised by some small, disappointing details using the sort of cheap black plastic normally found in entry-level automobiles.
Our single biggest disappointment emerged during our drive through the mountains. The seats are incredibly plush yet supportive during normal driving, but when youe weaving and bobbing through the tight-and-twisties, youl find yourself tossed around a bit too much. There a desperate need for more lateral support of the upper torso.
That said, the biggest challenge with the new GS430 is simply finding something to criticize. The 300-horsepower, 4.3-liter V-8 is everything you expect, and the new 6-speed automatic is responsive enough to mute our request for a Lexus stick shift.
For those who don need quite that much power, there also an all-new, 245-hp, 3.0-liter V-6 in the GS300. It still quick, turning 0-60 times of 6.8 seconds. Better yet, the six can be paired with an optional all-wheel-drive package, priced at a reasonable $1950, a figure that includes standard Run-Flat tires.
The GS430 sedan is fast, fun and as lavish as anything we would have hoped for. There are plenty of advanced electronic systems onboard, but unlike so many Japanese high-tech cars of the past, the technology remains largely out of sight until it needed, and then comes into play quite unobtrusively.
Lexus planners are hoping to more than triple the modest sales numbers of the old GS series. If our experience in Palm Springs is any indication, theye likely to make that target. Though the new GS430 won transform the luxury segment like the original LS sedan, this is a car that should help redefine the staid image of Lexus.
Quote:
Originally Posted by RohithT
2006 Lexus GS430 Base Price:*$51,125 (GS300 $42,900; $1950 for optional GS300 AWD)
Engine: 4.3 liter V-8, *
Transmission: Six-speed automatic, with manual-shift, power and snow modes.
Wheelbase: 112.1 in Length by width by height: 190.0 x 71.7 x 56.1 in Curb weight: 3745 lb EPA (city/hwy): 18/25 mpg (est.)
Safety Features: Vehicle Dynamics Integrated Management System, anti-lock brakes, Vehicle Stability Control, traction control, Brake Assist, Pre-Collsion System, dual-stage front airbags, front knee bags, front, seat-mounted side airbags, head curtain bags for all rows, and seatbelt pre-tensioners for all outboard seats
Major Standard Features: Electric tilt-telescope steering wheel; 10-way front power memory seats; dual climate control; navigation system; 130-watt 6-disc audio system; cruise control; power windows; mirrors, and locks; SmartAccess keyless entry and ignition; auto on-off lamps; Bluetooth wireless ; hands-free phone system (requires owner’s Bluetooth-equipped cellphone)
Warranty: Four years/50,000 miles basic warranty, six years/70,000 miles powertrain
Feb. 14 issue - Mother Nature laid it on thick: rain, wind, even a little ice for my test drive of the redesigned GS 430. Would this debutant handle the big stuff and still keep its luxe cool? Sure enough. This superbly redone second-generation GS is packed with safety technology that does everything to keep the sport sedan's hunky 18-inch wheels with Z-rated tires fixed on the road. Several times I felt the onboard computer kick in, fluttering the brakes and controlling the accelerator, to right the car when the back wheels began to slip. If the car got buffeted by wind, it self-corrected its steering. On a rain-slicked straightaway, I turned off the traction-control button and floored it, just to see how sure-footed the GS would be without its safety gizmos. Huge surprise that the GS shot forward with no slippage or tire spin. Very nice.
Technology carries into the cockpit with push-button ignition, heated seats and an ingenious drop-panel drawer that controls 10 different functions, like the fuel-tank latch and side-mirror toggle. It's a perfect solution to a cluttered dashboard. And the optional Mark Levinson audio system, with 330 watts and 14 speakers, delivers the purest sound I've ever heard from a car stereo. So though it was stormy outside, inside it was a day at the beach.
ROAD TEST: LEXUS GS 430
$52,000 buys you power to spare, computer-assisted handling and one of the industry's most luxurious interiors
• Launch video review
• More video
Tip: For the first time, the GS also comes in a three-liter, V-6 all-wheel-drive version that delivers even better traction but less power for $6,000 less.
—Tara Weingarten
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Originally Posted by PhilipMSPT
I'd rather walk into my parents having sex, instead of looking at those wheels...
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New GS 430 positive review from Winding Road (u must have Adobe)
Its a very good review. And they have another color GS, looks like the Sea Green, it looks great. They were surprised at how well it handled and impressed with how Lexus kept the weight down (it only weighs 3745 lbs, that is VERY impressive considering its bigger and has much more equipment) and blown away by the new ML sound system.
"This is by far the nicest looking Lexus sedan since the brand debuted. The lines are very smooth and masculine. Inside I found the design even more appealing. The doors have a very cool wedge of leather leading into the window controls."
In Chicago I got to actually get all up in the new Lexus GS. The dark grey model on the floor was super sexy. This is by far the nicest looking Lexus sedan since the brand debuted. The lines are very smooth and masculine. Inside I found the design even more appealing. The doors have a very cool wedge of leather leading into the window controls. The tach could be a little nicer (the images of them didn’t turn out) and the area around the shifter seemed a bit plain, but otherwise the interior was very luxurious. Even the interior lighting had pinpoint effects. If I was shopping in this class and had to make a call between the Infiniti M, Acura RL, Audi A6, BMW 5 and this Lexus GS I’d have a tough time. Click below for more images.
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Originally Posted by PhilipMSPT
I'd rather walk into my parents having sex, instead of looking at those wheels...
Location: Wants a BAILOUT, not BAIL Money..Big difference!!
Posts: 41,035
Quote:
Originally Posted by Btil
There is another positive review for the GS from New Car Test Drive.coms website.
The site address is http://www.nctd.com/
Enjoy!!!
2006 Lexus GS - All-new lineup includes all-wheel drive.
By Greg N. Brown
Overview
As the first completely new passenger car from Toyota's luxury division since 2001, the 2006 Lexus GS is a showcase of the giant company's most advanced technology. It's not only loaded with more computer power than some third-world countries, and flush with the degree of luxury enjoyed only in the best zip codes, but the fully restyled and reengineered four-door luxury sedan makes a bold dynamic statement that says, "Watch out, BMW!"
Lexus openly admits that BMW's 5 Series sedan provided the benchmark for the new GS, in much the same way the big Lexus LS was originally targeted the Mercedes-Benz S-Class, at the time top of its class. Again going after the perceived leader of the pack, Lexus devised a crafty strategy.
First, it broadened the appeal of the GS line-up with a faster, better equipped "base" car. In fact, the rear-wheel-drive GS 300 out-measures its competitor from Munich, the BMW 530i, in horsepower, torque, the 0-60 sprint and fuel mileage, not to mention offering a far friendlier and more sybaritic cockpit.
Second, to entice those in cold climes who until now had to look elsewhere for an all-weather passenger car, Lexus is offering an all-wheel-drive option for the GS 300. More than one-third of all new GS sales are expected to be AWD models, most headed for the northwest and northeast United States.
Finally, Lexus made sure the top dawg of the family, the 430, had the bite to wrest bragging rights away from the Germans, not just by matching but exceeding the high-end performance recorded by the BMW 545i. Simply put, Lexus fine-tuned its 4.3-liter V8, paired it with a wonder of a transmission and cloaked the drivetrain in a slippery coat of sexy metal. Result? The GS 430 runs in realms never reached by a Lexus, and it's quicker than the BMW.
However, the primary target of this new, longer and wider GS isn't all that important, because Lexus is confident its four-door sedan's combination of driving fun and creature comfort is unequalled among its many peers and will do much to spread the badge across the land.
The outgoing GS was six years old, so it was expected that the new GS would be more than just a freshened take on a familiar theme. Lexus hasn't disappointed, adding more than a dash of driving spice to the family virtues of smoothness and refinement. But there is another, major question to be answered: Is this Asian upstart delivering where it counts most. Does a Lexus GS feel like an ultimate driving machine?
Model Lineup
The 2006 Lexus GS is available as three models (and an intriguing gas/electric hybrid GS is on the horizon).
The rear-wheel-drive GS 300 ($42,900) sports a completely new 245-horsepower V6 under the hood; the GS 300 AWD ($44,850) grips the road through the first all-wheel-drive system in a Lexus passenger car; and the top of the line GS 430 ($51,125) is the quickest Lexus yet due in part to its recently refined 300-horsepower V8.
Every GS puts its power to the wheels through three variations of a new close-ratio six-speed automatic transmission, each designed for optimum performance with their respective GS applications. One of the smallest and lightest gearboxes of its type, it includes a sequential manual shift mode, with gear changes made via a lever in the center console. Steering-wheel-mounted pushbutton gear selection is no longer offered.
The list of standard equipment places the GS line squarely in the luxury fold. And yet despite all the amenities wrapped in the more appealing bodywork, on a comparably equipped basis the new GS 300's cost-up is a paltry $140 over the outgoing model. In addition to the usual electronics, every GS gets a bunch of cool stuff, including leather-trimmed, heated front seats with 10-way power adjustment; SmartAccess keyless entry and a pushbutton starter; a premium sound system with both CD and DVD capability; Bluetooth wireless telephone technology; and a 7-inch multi-information touch screen for easy access to a wide range of information and commands.
Not surprisingly, given the generous array of standard items, interior options are limited: a steering-sensitive Park Assist system ($500); DVD navigation system and rear backup camera ($2,250); one-touch open/close moonroof ($1,000); ventilated front seats ($200); power rear sunshade ($210); and an eardrum-pounding, wallet-smashing Mark Levinson audio system ($4,030), its 11 channels of sonic wash flowing through 14 speakers. Exterior options are even fewer: a Rain-Sensing Wiper package ($525) that includes adaptive front lighting and headlamp washers (standard on the GS 430); a rear spoiler ($200); and all-season run-flat tires ($400), which also can be ordered with a spare ($480).
Walkaround
The face of Lexus has evolved cautiously in the marque's short life, but the company is now determined to inject more passion into its styling language. In the GS this was resolved with a lower stance, more front overhang, a longer and lower hood, a 2-inch-longer wheelbase and wider rear track. The nose still carries the line's trademark four separate headlamp units and vertical grille, but now it's more like a spear piercing the wind than the blunt instrument of the previous GS. It certainly looks as sleek as the 0.27 coefficient of drag would suggest. A flat underbody aids the aerodynamic efficiency (the previous GS had a Cd of 0.29) and helps reduce noise.
The lowered stance is underlined by an aggressive front valance, with a large inlet to indicate there's a powerful engine under the hood, thirsty for air. A fog lamp is integrated into each lower front corner. Prominent body-color rocker extensions anchor the car's mass along the midsection, which is nicely balanced by the well-proportioned wheel wells. A deep rear valance carries this glued-to-the-ground theme to the tail and frames the large, exposed dual exhaust with stainless steel tips.
Much of the car's visual dynamism emanates from the strong shoulder arc, which evokes the contour of an airplane wing slicing through the wind. This sense of forward motion is reflected in a swept-back greenhouse that blends into the short rear decklid via a coupe-like C-pillar. The integrated aero look extends to color-keyed rearview mirrors and bumper covers. For sportier types, or for the determined driver who might need a bit more downforce in high-speed corners, the tail can be outfitted with an optional spoiler.
The external structure is rust-resistant galvanized steel and was engineered to provide just one of many lines of defense against collisions. Should an accident occur, the GS has an airbag for every occasion, but Lexus also took measures to reduce the chance of those accidents happening in the first place. Sophisticated systems of electronic sensors and computers, designed to provide the safest possible motoring, work seamlessly, without the driver aware of all the electro-mechanical effects prompted by such threats as slick pavement or, especially, driver error.
Along with the usual airbags for both front passengers, Lexus offers, for the first time, driver and front-passenger knee bags to augment the many other levels of the supplemental restraint system. These include seat-mounted side-impact airbags; force-limiting, 3-point seat belts (all five seats), with pretensioners for both front and rear (outboard) passengers; front and rear side-curtain airbags; and automatic locking/emergency locking retractors for all occupants save the driver (ELR only).
This passive level of occupant protection extends to such features as a padded instrument panel; impact-absorbing upper interior trim; a tire-pressure warning system. Also standard: daytime running lights; adaptive front lighting that illuminates the road through a curve; a system that reduces movement of the brake pedal toward the driver in the event of a front-end collision, thus minimizing leg injury; a rear backup camera display in the touchscreen; and the usual array of electronic handling aids, designated by a veritable avalanche of acronyms.
The new braking system integrates four-channel, four-sensor ABS with large, vented discs at all four wheels. To ensure that the brakes achieve optimum stopping dynamics, they're augmented by Electronic Brake-force Distribution (EBD); Brake Assist (BA); Traction Control (TRC); and Vehicle Stability Control (VSC). The 300's front discs measure 11.6 inches, while the 430 is fitted with giant 13.1-inch. discs. Both cars have 12.2-inch rear discs.
Though the GS 300 uses a conventional brake booster, GS 430s also get what Lexus calls Electronically Controlled Brake (ECB). This system detects the length of the brake pedal stroke applied by the driver and then sends the data to a computer that calculates the optimum brake force for each wheel in that particular situation. High-friction brake pads complete the upgrades to handle the extra beef of the V8.
The GS 430 also sports an even more sophisticated handling technology as part of its standard package: Vehicle Dynamics Integrated Management or VDIM. Such data as steering angle, yaw rate, deceleration, brake pressure and wheel speed are processed much earlier than was possible before VDIM, which then sets in motion a number of measures to ensure stable handling at the very limits of adhesion. In contrast to conventional systems, which only react to a car's loss of control, VDIM was developed to anticipate a dangerous situation and then, by making certain corrections, allows the driver to maintain a brisk pace without even realizing the system is at work.
VDIM integrates operation of various active systems, including VSC, TRC, Brake Assist, ABS and Electronic Throttle Control with intelligence (ETC-I, of course). Three new technologies are also brought into concert with VDIM: Electric Power Steering (EPS); Variable Gear Ratio Steering (VGRS) and Electronically Controlled Brakes (ECB), a brake-by-wire system.
Also available: Intuitive Park Assist ($500) and the Pre-Collision System (PCS) with Dynamic Radar Cruise Control ($2,850). Intuitive Park Assist, a feature of previous Lexus models, now considers steering angle input in the equation and offers contact avoidance advice (through graphics in the touchscreen) for heightened driver awareness while negotiating tight parking spots. This advice is displayed in the lower center of the speedometer, an area that is also used to show information from the trip computer, radar cruise status, distance monitoring and various warning messages.
PCS goes even further and uses a millimeter-wave radar sensor to detect obstacles in front of the car. A computer then measures vehicle speed, steering angle and yaw rate to calculate the likelihood of a collision. If it looks like there will an unavoidable front-end collision, PCS switches the AVS to Sport mode to reduce nose dive and enhance emergency handling, preemptively retracts the seat belts and gets Brake Assist ready to go so that increased braking arrives instantaneously with application of the pedal. And if the driver doesn't react quickly enough, or not at all, Active Braking then kicks in and automatically applies the brakes, up to a deceleration of 0.3 g.
These unprecedented measures still might not meet the demands of drivers in icy climes, in which case there awaits the GS 300 AWD. The full-time all-wheel-drive syst***s basic elements are front and rear differentials and a center transfer case. Acting from the information provided by wheel sensors, the transfer case varies torque output between the front or rear axles to retain traction. During take-offs, while accelerating or on very slippery surfaces, torque output is evenly divided between the axles. It also can vary up to 30/70 front to rear if Vehicle Stability Control (VSC) determines it's necessary to keep the car going in the proper direction.
A secondary level of the AWD system is Electronic Traction Control (ETC), which, when it senses wheel slippage, applies the brakes on that particular wheel and then transfers torque to the non-slipping wheel on the same axle. With this electronic safety net in operation, anyone who sticks a new GS in a snowbank has got it coming.
2006 Lexus GS
Interior Features
We should all live in houses as well appointed, and as well designed for simple use, as the Lexus GS. Open any one of the four doors (don't worry about having to unlock the car, you've got keyless entry) and you're greeted by aluminum alloy Lexus-stamped scuff plates, the scent of leather and cut-pile carpeting, and the gleam of highly burnished hardwood trim.
The handsome wood and leather-trimmed steering wheel, electronically adjustable for rake and reach, frames a newly designed dash panel. Following established Lexus standard, each gauge, button, wheel and lever is clearly identified by easily read words or symbols, and the three-pod analog instrument cluster's white-on-black graphics can be grasped at a glance.
A 160-mph speedometer, with an integrated electronic digital odometer and twin trip meters, is flanked to the left by a tachometer and to the right by fuel and water temperature gauges and lights indicating gear choice.
Dominating the center console is a 7-inch touch screen, flanked by two banks of menu buttons. Entering the various menus and navigating through the submenus doesn't take too much brainpower, but like most multi-tasking systems, a day spent with the owner's manual on a quiet side street is the best way to figure out how to work everything properly.
Still, there are so many systems/operations/functions to either operate or monitor that Lexus chose to hide some of the switches. One of the hideaways is accessed via a door that drops down out of the dash panel to the left of the steering wheel. Here you'll find switches for outside mirrors, fuel lid, trunk release, meter brightness control (more on this later), odometer/trip meter, headlamp washers, rear sunshade, park assist, AFS (lots more on this later), and interior lamps. More hidden switches are under the sliding top of the center console: adaptive variable suspension, transmission mode and front seat heaters and ventilators. Some might find it tedious to access these functions in these ways, but it does go a long way to cleaning up the console of excessive clutter.
Another innovative cockpit feature is the variable transparency lens covering the gauge cluster. Called an electronic chromatic device, it automatically changes the diffusion of the lens to optimize viewing depending on the intensity of light in the cabin.
The interior leather/wood schemes are Ash with black bird's-eye maple; Cashmere with brown bird's-eye maple or Black with walnut. Fit and finish is impeccable, down to the finest details. For instance, every compartment door or cover opens at exactly the same speed, with identical levels of damping and feel. Tactile luxury at its most basic.
Definitely not basic is the standard Lexus audio stack, comprised of an AM/FM ETR with auto-reverse cassette and 6-disc, in-dash CD changer and DVD player (DVDs can be viewed only when the shifter is in Park and the parking brake is engaged), 10 speakers and a 134-watt amplifier. No MP3 capability is yet offered, but the GS is pre-wired for XM Satellite Radio.
Audiophiles can opt for the Mark Levinson Premium Surround Sound system, developed especially for the GS interior. Utilizing Discrete 5.1 surround playback via a 7.1 channel speaker topology, it sends the vibes through 14 speakers via 11 channels of amplification by an advanced discrete amplifier with 330 watts. It sounds quite amazing.
The newly reengineered navigation system ($2,250) now has information for more than 6 million points of interest. Destinations can be input in several different ways for easier use, and the phonebook holds over 10 million entries. Route searching is said to be 10 times faster than with the previous nav system, and both it and the Bluetooth cell phone system can be operated by voice command or through the 7-inch touchscreen.
Of course, the GS boasts all the usual amenities expected by luxury car buyers, including power door locks; cruise control; electric trunk and fuel filler door releases; a pass-through tunnel to the trunk for hauling long items; a dual-zone climate control with an auto-recirculation feature to help minimize micro-dust, pollen and other air pollutants from entering the car; auto-dimming for outside mirrors as well as the interior rearview mirror, which also incorporates a compass and Homelink programmable garage door opener; and illuminated vanity mirrors in the sun visors.
Driving Impressions
Entering a locked GS via the Smart Access system is as easy as touching the inside of any door handle or the underside of the trunk lid, as long as you've got the key fob on your person. First seen on the LS 430, this is a worthwhile convenience and also saves door paint from wayward keys seeking small keyholes. Once seated, the driver starts and stops the engine by simply applying the brake pedal and pushing a stop/start button. Again, the convenience is augmented by practical considerations: fewer moving parts to require potential repair, and the elimination of a safety risk posed by a bunch of sharp-edged keys dangling from the console. Smart Access also allows the key fob to be programmed to memorize three different settings for the front seats, steering column and rearview mirrors.
The 10-way adjustable seats and electronically adjustable steering column ensure a good fit for almost every physique, but a bit more bolstering and a longer seat cushion would be helpful for spirited driving. The GS is capable of extraordinary road grip, but the seats just don't quite match up to that grip. Otherwise, they're just the kind of chairs that allow you to climb out after a long drive without needing your spine cracked. Adjustable headrests are found at all five seating positions, and the fronts automatically adjust up or down as the seats are moved toward or away from the steering wheel.
Push that start button yet? Better check by blipping the throttle, because there's no way you're going to hear the engine, V6 or V8, at idle. All GS models are extraordinarily quiet, their aural distinctions to be appreciated only at full throttle. It's then that the V8 separates itself from its new, smaller sibling. The big engine scarcely notices the weight it must pull or the air it must push, and the suck, squish, bang and blow of the eight cylinders is reduced to a muted rumble from the dual exhaust system.
Throw in a six-speed automatic that is so smooth as to seem one continuous gear, and there's little to do except sit back and enjoy the ride. At its most fuel deficient, the GS 430 jets from 0 to 60 mph in just 5.7 seconds, with the driver's chief sensation simply the rapid change of view outside the windows. A bit of road noise manages to make it through the sound-dampening measures, and there's a hint of wind around the A-pillars when the car approaches triple digits, but otherwise the cockpit is a librarian's paradise.
Handling is virtually no-fault. The newly engineered suspension is state of the art even without all the electronic handling aids. Both V6 and V8 cars share the same suspension geometry: double-wishbones, coil springs and gas-filled shocks in front, and a multi-link design with coil springs and gas-filled shocks out back. The GS 430 also features standard Adaptive Variable Suspension, which automatically adjusts shock values depending on the driving conditions, or the driver can choose between normal and sport modes.
But, is it an exciting car to drive? If your only measure of driving fun is speed, then the 430 is a fulfilling ride. But, if you value a high level of feedback from external forces, then the Lexus experience might be a bit of a bore. It is just so competent and smooth that the driver feels more like a passenger than the commander. Make no mistake; this is no track car. The electronic handling aids cannot be switched off, so tail-happy cornering is out of the question. However, there's a lot to be said for the ease of taking a corner at competitive speeds without having to wrestle the steering wheel or worry about the rear end overtaking the front.
Driving fans should consider the rear-drive GS 300. In comparison to the outgoing inline six-cylinder engine, the new V6 produces more torque over a wider range, better fuel economy and lower emissions, and it produces some very pleasing sounds as it goes about its business. Featuring such advanced aspects as drive-by-wire throttle, variable adjustment of the timing on both the intake and exhaust sides, direct-to-cylinder injection, and a special Swirl Control Valve that works like a variable induction system, the V6's 245 horsepower can take the GS 300 to 60 mph in 6.8 seconds.
The V6 is not an effortless puller like the V8, but it's no slouch, either. The generous torque provides plenty of juice for the stoplight grand prix, and there's little sense of the power falling off as redline is approached. Better still, the V6 provides the kind of aural feedback that delights the sporting driver.
Whichever drivetrain is chosen, the GS has pretty much hit its targets. In those areas most critical to driving fun (steering, brakes and torque) this is a far better car than its predecessor. A lot of attention was paid to the steering, resulting in a new Electronic Power Steering system. A steering ECU processes vehicle speed, yaw rate and steering angle to determine how much electronic assist should be generated, and it works wonderfully well, assisting low-speed maneuverability and tightening up when more feedback is needed.
In addition, the GS 430's rack is augmented by Variable Gear Ratio Steering (VGRS), which reduces the amount of steering input at very low speeds. It also accelerates the steering angles as the wheel approaches full lock. VGRS itself incorporates Differential Steering Control and Correction Steering Angle Reduction in its operation. DSC closely matches wheel angle to the speed at which the driver is turning the steering wheel in order to offset any delay in the car's response to steering input. This works especially well on winding roads. CSAR features a correction feature to offset the effects of sidewinds, making the steering adjustments normally having to be done by the driver.
This might sound too much like Big Brother taking over the wheel, but none of these systems are intrusive and do little to diminish the performance aspects of the new GS.
The GS comes in three flavors, all of them delectable, but all of them a variation of vanilla. Don't get us wrong; we like vanilla. But, when we were told the GS would make us forget about the BMW driving experience, it had our taste buds flipping into overdrive and hungry for a spicier kind of road cuisine than we'd come to expect from Lexus. We're still waiting.
Summary
Smooth, refined, fast, reliable, backed by a great dealer network, Lexus cars have a lot going for them. Now add in stylish bodywork and a sharper performance image, and the formula is even tougher to beat. Remember, that this new GS is just the first in a wave of new vehicles from Lexus, reflecting the carmaker's desire to be compared with the world's best luxury performance cars. It's a giant first step and will doubtless keep BMW engineering up late at night in its bid to again be top dog in the segment.
New Car Test Drive correspondent Greg Brown filed this report from Palm Springs.
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Originally Posted by PhilipMSPT
I'd rather walk into my parents having sex, instead of looking at those wheels...
Performance before Luxury? New Lexus sedans set to take on BMW 5 Series
MARK RECHTIN | Automotive News
Posted Date: 2/15/05
PALM SPRINGS, Calif. -- They came right out and said it: The benchmark sedan for the 2006 Lexus GS 300 and GS 430 was the BMW 5 Series. Known for putting luxury before performance, Lexus has let the pendulum swing the other way.
The basics
The V-8 GS 430 reaches 60 mph in 5.7 seconds, and the V-6 GS 300 does it in 6.8 seconds. That's about the same as the previous V-8, but the new V-6 is a second quicker.
The new 3.0-liter V-6 comes from the same engine family as that of the Toyota Avalon sedan and 4Runner SUV, though the Lexus gets direct injection and a different cylinder head. It also has variable intake and exhaust timing. The 4.3-liter V-8 is a carryover engine.
Notable features
All models come with electronic power steering. The GS 430 also has variable steering, which reduces the amount of steering wheel turns needed at lower speeds, to improve maneuverability.
Lexus says the GS sedan is the first in a wave of vehicles that will focus more on styling and performance.
The sedan also offers an optional precollision system that uses radar to sense an unavoidable crash and cinches the seat belts and applies the brakes if the driver doesn't heed the warning buzzer.
Adaptive variable suspension is standard on the GS 430 but not available on the GS 300.
What Lexus says
At the media introduction here, Lexus Division General Manager Denny Clements called the GS sedan "the first in a new wave of vehicles that reflect a more passionate direction in styling and a more focused dedication to high performance."
Compromises, shortcomings
Production-spec prototypes of the GS 300 and GS 430 had brakes that were choppy and overly aggressive; a software change is in the works.
Nuts and bolts
The cars go on sale Monday, Feb. 14. Lexus is pricing the base GS 300 at $43,550 including destination charges, a big jump from its predecessor's $39,525. But Lexus says the jump is only $140 on the basis of comparable equipment.
The GS 430 price leaps to $51,775, from $48,625. The GS 300 with all-wheel drive starts at $45,500; all-wheel drive was not offered previously.
The final word
So how do the new cars compete against the benchmark? While still not a 5 series, the GS sedans are strong on the sporting side of the performance-luxury equation. A GS 450h V-6 hybrid sedan arrives in the summer of 2006.
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Quote:
Originally Posted by PhilipMSPT
I'd rather walk into my parents having sex, instead of looking at those wheels...
After years of barking up different trees, recent redesigns of the 2006 Infiniti M45, 2006 Lexus GS 430 and 2005 Acura RL have landed this trio of luxury-laden super sedans at the foot of the same birch.
Not only are all three built in Japan to an unquestionable high level of quality, each packs at least 300 horsepower, an automanual transmission, keyless ignition, an electronic stability system and enough interior volume to haul five Grave Digger fans and their full foam coolers to the monster truck jam. Oh yeah, and all three cost about $50 grand.
But which one should you spend your hard-earned money on? To find out we ordered up one of each and lived in them for one week. We also took them to the track and performed our usual battery of instrumented testing.
And after all that, the winner was clear. Sort of. Meet the cars.
2006 Infiniti M45 Sport
The Infiniti is the hot rod of this group. It has the largest and most powerful engine, the largest wheels and tires, the most powerful brakes, the firmest suspension, and it outaccelerates the others like they're tied to a post. It's also the most entertaining to drive, with a transmission that actually matches revs like a good driver does when downshifting a true manual, and a well-balanced chassis that rewards advanced driving technique.
Our Infiniti M45 Sport was also sportier on the inside than the others, with the firmest and most heavily bolstered seats, a prominently placed tachometer and real aluminum trim instead of the more traditional wood that adorns the interiors of the Lexus and the Acura.
On the downside? Some on staff feel too much tire noise makes it into the Infiniti's interior and its steering isn't as refined as the GS 430's or the Acura's.
2006 Lexus GS 430
The Lexus carries a base price of $51,125, which makes it almost $2 grand more than the others. But that extra expense is more than justified by traditional Lexus attention to detail and sweet workmanship. The GS 430 is built like a fine watch and runs just as smoothly. Its interior is a wonderful mix of fine leather, rich wood and simplistic design. Its forms may not be as artful as the other two, but the materials used and its ergonomics are far superior.
With 300 hp from its 4.3-liter V8 and the only six-speed transmission of the group, the Lexus performs as well. It accelerates hard enough to push you back into the seat, and leaves the equally powerful Acura in the dust. Its suspension, which can be adjusted firmer with a switch on the console, is also tuned to near perfection, delivering a supple highway ride and athletic reflexes.
Flaws are limited to very grabby brakes, which make it hard to stop smoothly, and a very aggressive stability control system, which cannot be shut down.
2005 Acura RL
The Acura's story is value. For the as-tested price of $49,470, the RL comes with such luxuries as a navigation system with voice-command capability, satellite radio, a power sunroof, a power rear sunshade and a premium 10-speaker audio system, all of which cost extra on the Infiniti and the Lexus. And it's the only car in this test with all-wheel drive (the Lexus and Infiniti are rear-wheel drive).
The Acura is quick, and it can be surprisingly fun to toss around, but it's just not as focused on performance as the other two. It's powered by the only V6 engine in the test, and it doesn't have as much grunt off the line as the V8s in the other cars. It also doesn't handle as well as the others despite its all-wheel drive, and its brakes are the most easily overheated.
Some also feel the Acura's interior materials and décor aren't up to the RL's $50,000 price tag, and its seats, which are the softest and least bolstered of the bunch, just aren't sporty enough for a sport sedan.
Lexus Wins a Close One
Here's the reality: Anyone from Tony Stewart to Martha Stewart would be happy owning any one of these three cars. They're all that good.
So good, that after all our driving, after all our note taking and score keeping and track testing and long-winded discussions about cupholders and trailing-throttle oversteer and rear-seat legroom, all three finished within four points of each other. Four points out of 100.
Basically, for all intents and purposes, it was a tie.
Still, on paper, it's the Lexus that comes out on top. Its combination of performance, luxury and astonishing attention to detail cannot be ignored. It's a car worthy of its price premium over the others, and it's a car anyone would be proud to own. But the Acura RL has run a very close second, very close, and the Infiniti M45 Sport a close third.
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__________________
Quote:
Originally Posted by PhilipMSPT
I'd rather walk into my parents having sex, instead of looking at those wheels...
Its a big review, here are some parts
The new GS moves this agility quotient up a notch or two, at the very least. Lexus used the new BMW 5-Series as a benchmark
Does the Lexus GS 430 truly handle as well as a benchmark BMW 545i? (Photo: Trevor Hofmann, American Auto Press)
car, and its obviously biased but nevertheless conservative engineers who were on hand to help answer questions, feel that it matches the "ultimate" sport sedan in every respect; a claim that they believe has been earned through internally testing the two models back to back.
So my job, among other things, is to critically assess if the Lexus GS engineers are blowing hot air, simply deluded, or actually on the mark. Does the GS 430 truly handle as well as a 545i? After the better half of a day on a circuitous route throughout the island paradise Lexus chose for its launch location, capped off with a high-speed slalom, and various safety tests, I have to say I'm impressed. Without driving the GS back to back with the 5 on the same road surfaces, conditions, temperature, etc, it's impossible to tell which one is sportier
The Lexus achieves 60 mph in a scant 5.7 seconds in 300-horsepower GS 430 trim, 0.3 seconds quicker than the more powerful BMW 545i. (Photo: Trevor Hofmann, American Auto Press)
dynamically, per say, but I wouldn't dare write the Lexus off as the loser as it might just be BMW's equal.
As you can tell, I really like the new GS. It's great looking, divine to drive and meticulously put together. It takes all of the attributes that make Lexus automobiles some of the best in the world, and combines them with superb road manners and a unique, elegant style.
Is it as good as BMW's 5? Yes, easily, but it's different by design. Many who find BMW's new styling offensive will find refuge in the much more graceful GS, and others who are generally frustrated by problematic German luxury cars, most of which are rated below average on J.D. Power and Associates annual dependabilit
All 2006 Lexus GS REVIEWS here (updated 3/23/05)
Plus, its engine block is cast in aluminum (the old straight-six it replaces was iron), which helps the '06 GS 300 shed approximately 100 pounds overall.
