MotorTrend Import COY 1998 Lexus GS series
02-16-04, 11:13 AM
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MotorTrend Import COY 1998
Hey Fellas,
Anybody have or know of a weblink detailing MotorTrend magazine's 1998 Import Car of the Year article that named the Lexus GS that year's winner? I know I can contact the magazine, but was wondering if one of you might have it.
I wanting to get my hands on this for a while. THANKS!
Anybody have or know of a weblink detailing MotorTrend magazine's 1998 Import Car of the Year article that named the Lexus GS that year's winner? I know I can contact the magazine, but was wondering if one of you might have it.
I wanting to get my hands on this for a while. THANKS!
02-16-04, 03:10 PM
#3
Originally posted by 1SICKLEX
I pretty much got any article on the GS. I have this issue. I need a scanner (note to self buy scanner). I cna mail to you a copy I guess.
I pretty much got any article on the GS. I have this issue. I need a scanner (note to self buy scanner). I cna mail to you a copy I guess.
02-16-04, 09:08 PM
#4
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Speed And Luxury
For the drivers of fast and luxurious cars, where budget considerations are secondary, some exciting automobiles beckon.
The new Lexus GS400 and GS300 are literal rocket ships with a 300 hp 32-valve 4-cam V-8, and a 225 hp double overhead cam straight 6, respectively. Motor Trend says the GS400 will do 0-60 mph in 5.7 seconds. Lexus claims that the GS 400 is the fastest production (automatic) sedan in the world. I wonder what Jaguar thinks about that. Jaguar's new XJR has a supercharged 32-valve V-8 that puts out 370 horsepower and does 0-60 in 5.4 seconds. The Lexus models don't cost as much, at $45,000 for the GS400 and $37,000 for the GS300. The Jaguar XJR costs a tall $67,000, and the (unsupercharged) XJ8 a mere $55,000. For those with the money, these are the speed-king sedans for 1998. For the life of me, I don't know where this sort of performance can be used, which is why I shouldn't be allowed to own one.
from: http://www.sandiegometro.com/1998/jan/roadtest.html
I'm looking for more..
For the drivers of fast and luxurious cars, where budget considerations are secondary, some exciting automobiles beckon.
The new Lexus GS400 and GS300 are literal rocket ships with a 300 hp 32-valve 4-cam V-8, and a 225 hp double overhead cam straight 6, respectively. Motor Trend says the GS400 will do 0-60 mph in 5.7 seconds. Lexus claims that the GS 400 is the fastest production (automatic) sedan in the world. I wonder what Jaguar thinks about that. Jaguar's new XJR has a supercharged 32-valve V-8 that puts out 370 horsepower and does 0-60 in 5.4 seconds. The Lexus models don't cost as much, at $45,000 for the GS400 and $37,000 for the GS300. The Jaguar XJR costs a tall $67,000, and the (unsupercharged) XJ8 a mere $55,000. For those with the money, these are the speed-king sedans for 1998. For the life of me, I don't know where this sort of performance can be used, which is why I shouldn't be allowed to own one.
from: http://www.sandiegometro.com/1998/jan/roadtest.html
I'm looking for more..
02-16-04, 09:14 PM
#5
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Gspeed, I FOUND IT!!
http://www.motortrend.com/roadtests/...exu/index.html
Road Test: 1998 Lexus GS 300 / 430
Photography by Mac DeMere, Kevin Wing & C. Van Tune
Motor Trend, 1999-01-01 00:00:00
With the '98 GS Series, Lexus attacked BMW's 5 Series head-on, producing sport sedans with both rocking performance and pampering luxury. It was especially significant that we honored the GS Series with the '98 Import Car of the Year Award, since the 5 Series was the '97 ICOY winner.
What could be better than having a Lexus GS Series in our long-term test fleet? How about having twoaa GS 300, with its 225-horsepower DOHC inline six, and the beyond-potent, 300-horse DOHC V-8 GS 400.
The silky 4.0-liter/300-horsepower DOHC V-8 blasts the GS 400 0-60 mph in under 6 seconds.
Our GS 300 started with a base price of $36,800. We added power moonroof ($1020), booming Nakamichi 260-watt audio system ($1200), six-disc in-dash CD changer ($1050), and leather seat trim ($1710), which pushed the bottom line to $42,436, just shy of the $44,800 base price of our GS 400. With moonroof ($1020), heated front seats ($420), high-intensity discharge headlamps ($500), GPS-based navigation ($2250), Bridgestone Potenza RE030 235/45ZR17s ($215), and CD changer ($1050), the GS 400's sticker rose to a lofty $50,911. Our surveyed GS 400 owners reported paying an average of $48,551 for their cars.
A near clean-sheet redesign for '98, the GS Series replaced the pleasant, but pricey and uninspiring, GS 300. No one dares call the new GS Series "uninspiring." And the new GS 300 was an unheard of 25 percent less expensive than its predecessor. "Wholly mind-blowing," we called it. The first GS 300 we tested ripped off a quick 7.6-second 0-60-mph run, while the GS*400 blasted 0-60 mph in a shocking 5.7 seconds. (Since then, we've gotten 5.8- and 5.9-second 0-60 runs from GS 400s.) Stopping distance 60-0 mph was within a foot of 113 feet on both models. The 300's handling numbers were respectable, 0.80 g on the skidpad and 60.9 mph in the slalom; but the GS 400 was sports-car spectacular, 0.87 g on the skidpad and 66.9 in the slalom. A '99 GS 400 returned a whopping 0.90 g on the skidpad and 65.9 mph in the slalom.
Our editors' comments in the GS 400's logbook were gushing: "A gourmet blend of sport and luxury worth savoring." "Absolutely one of the best sedans ever made." "When you accelerate, it seems the world slows down around you." "The nav system is great, once you get the hang of it, and super easy to program." "Acceleration is like riding an arrow from a bow: smooth but immediate." Surveyed owners also gave high praise: "The best car I've ever owned!" "With the superior acceleration and handling, it gives me confidence in any traffic situation." A few owners complained of road and wind noise, vibration in the steering (possibly associated with complaints about tires), and electrical and computer woes. Still, 93.4 percent of surveyed owners said they'd recommend the GS 400 to a friend.
The GS Series was the subject of at least three technical service bulletins or recalls (one of which we had a hand in discovering): to replace a problematic engine-control module, to correct cold-shifting transmission trouble, and to change a yaw-rate sensor in the stability control system. The latter would interpret electromagnetic waves from cell phones or, in our case, a two-way radio, as a command to aggressively apply the brakes.
The GS 300 and GS 400 offer a delicious blend of pampering luxury and, especially for the 400, neck-snapping performance. When our year with the pair ended, the keys had to be literally pried out of our hands
Crap this is the one year test review.....
http://www.motortrend.com/roadtests/...exu/index.html
Road Test: 1998 Lexus GS 300 / 430
Photography by Mac DeMere, Kevin Wing & C. Van Tune
Motor Trend, 1999-01-01 00:00:00
With the '98 GS Series, Lexus attacked BMW's 5 Series head-on, producing sport sedans with both rocking performance and pampering luxury. It was especially significant that we honored the GS Series with the '98 Import Car of the Year Award, since the 5 Series was the '97 ICOY winner.
What could be better than having a Lexus GS Series in our long-term test fleet? How about having twoaa GS 300, with its 225-horsepower DOHC inline six, and the beyond-potent, 300-horse DOHC V-8 GS 400.
The silky 4.0-liter/300-horsepower DOHC V-8 blasts the GS 400 0-60 mph in under 6 seconds.
Our GS 300 started with a base price of $36,800. We added power moonroof ($1020), booming Nakamichi 260-watt audio system ($1200), six-disc in-dash CD changer ($1050), and leather seat trim ($1710), which pushed the bottom line to $42,436, just shy of the $44,800 base price of our GS 400. With moonroof ($1020), heated front seats ($420), high-intensity discharge headlamps ($500), GPS-based navigation ($2250), Bridgestone Potenza RE030 235/45ZR17s ($215), and CD changer ($1050), the GS 400's sticker rose to a lofty $50,911. Our surveyed GS 400 owners reported paying an average of $48,551 for their cars.
A near clean-sheet redesign for '98, the GS Series replaced the pleasant, but pricey and uninspiring, GS 300. No one dares call the new GS Series "uninspiring." And the new GS 300 was an unheard of 25 percent less expensive than its predecessor. "Wholly mind-blowing," we called it. The first GS 300 we tested ripped off a quick 7.6-second 0-60-mph run, while the GS*400 blasted 0-60 mph in a shocking 5.7 seconds. (Since then, we've gotten 5.8- and 5.9-second 0-60 runs from GS 400s.) Stopping distance 60-0 mph was within a foot of 113 feet on both models. The 300's handling numbers were respectable, 0.80 g on the skidpad and 60.9 mph in the slalom; but the GS 400 was sports-car spectacular, 0.87 g on the skidpad and 66.9 in the slalom. A '99 GS 400 returned a whopping 0.90 g on the skidpad and 65.9 mph in the slalom.
Our editors' comments in the GS 400's logbook were gushing: "A gourmet blend of sport and luxury worth savoring." "Absolutely one of the best sedans ever made." "When you accelerate, it seems the world slows down around you." "The nav system is great, once you get the hang of it, and super easy to program." "Acceleration is like riding an arrow from a bow: smooth but immediate." Surveyed owners also gave high praise: "The best car I've ever owned!" "With the superior acceleration and handling, it gives me confidence in any traffic situation." A few owners complained of road and wind noise, vibration in the steering (possibly associated with complaints about tires), and electrical and computer woes. Still, 93.4 percent of surveyed owners said they'd recommend the GS 400 to a friend.
The GS Series was the subject of at least three technical service bulletins or recalls (one of which we had a hand in discovering): to replace a problematic engine-control module, to correct cold-shifting transmission trouble, and to change a yaw-rate sensor in the stability control system. The latter would interpret electromagnetic waves from cell phones or, in our case, a two-way radio, as a command to aggressively apply the brakes.
The GS 300 and GS 400 offer a delicious blend of pampering luxury and, especially for the 400, neck-snapping performance. When our year with the pair ended, the keys had to be literally pried out of our hands
Crap this is the one year test review.....
02-16-04, 09:16 PM
#6
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Posts: n/a
On the 430....http://www.motortrend.com/roadtests/...xus/index.html
Road Test: 2001 Lexus GS 430
More cubes, more performance, more lux for the edgy GS
By David Newhardt
Photography by the author & John Kiewicz
Motor Trend, June 2001
Lexus proved it could build a truly competent midsize sport/luxury sedan when it introduced the GS 300/400 in '98-and we were sufficiently impressed to grant the aggressively styled, feature-packed GSs with our Import Car of the Year award. But everyone else's hardware in this hotly contested market segment has only gotten better. So for '01, Toyota's upscale division has injected the GS 400 model with more cubic centimeters, raising the displacement to 4.3L; the interior also enjoys new, high-tech options. The result? More performance, more lux, zero drawbacks.
advertisement
Lexus does many things right when it comes to building cars, and the engine and interior are two of the best. The new 4.3L V-8 puts out 300 hp (10 more than the LS 430) and is one of the smoothest-running powerplants we've tested. Drivers will enjoy the new DVD-based nav system.
The Lexus 4.0L V-8 was a strong yet silken powerplant, smoothly spinning out 300 hp and 310 lb-ft of torque. The new 4.3's horsepower rating remains at 300, but torque has increased to 325 ULEV certified lb-ft at 3400 rpm. Its additional grunt is easily noticed when flooring the accelerator from, oh, say 40 mph. The electronically controlled five-speed transmission kicks down, the tail squats slightly, and you'd better have the vehicle pointed in the right direction. Hit the brake pedal and hope nobody's tailgating you: The GS 430 goes from 60 to parked in an amazing 108 ft, just a handful of feet more than a Corvette Z06.
Interiors are a Lexus long suit, and the GS 430 is no exception; the cabin remains a plush, hyper-comfortable cocoon at any speed below 100 mph, when only a whisper around the mirrors is heard. And although the new speed-sensitive Mark Levinson designer audio system is more than up to the task of providing agreeable sounds, we're not sure if it justifies its $3790 price (or $5790 when combined with Lexus' new DVD-based nav system, as on our tester). Each is available separately, if you wish, but newly upgraded wood trim is standard.
2001 Lexus GS 430
WHAT'S HOT
0-60 in 5.9, baby
Outstanding brakes
Ultra-quiet
WHAT'S NOT
Seats short on lateral support
Uplevel stereo is good-but overpriced
Wheels/tires don't quite fill wheelwells
The fact that Lexus hasn't raised the V-8-powered GS' base price since its intro three years ago, but has upped its performance and feature content levels, is an indicator of what it takes to be competitive in the luxo/performance sedan arena. With excellent driving dynamics, a sub-6-sec 0-60 time, and enough goodies to keep any hedonist smiling, the GS 430 still has what it takes to play against the BMW 540i, M-B E430, and all the rest.
Road Test: 2001 Lexus GS 430
More cubes, more performance, more lux for the edgy GS
By David Newhardt
Photography by the author & John Kiewicz
Motor Trend, June 2001
Lexus proved it could build a truly competent midsize sport/luxury sedan when it introduced the GS 300/400 in '98-and we were sufficiently impressed to grant the aggressively styled, feature-packed GSs with our Import Car of the Year award. But everyone else's hardware in this hotly contested market segment has only gotten better. So for '01, Toyota's upscale division has injected the GS 400 model with more cubic centimeters, raising the displacement to 4.3L; the interior also enjoys new, high-tech options. The result? More performance, more lux, zero drawbacks.
advertisement
Lexus does many things right when it comes to building cars, and the engine and interior are two of the best. The new 4.3L V-8 puts out 300 hp (10 more than the LS 430) and is one of the smoothest-running powerplants we've tested. Drivers will enjoy the new DVD-based nav system.
The Lexus 4.0L V-8 was a strong yet silken powerplant, smoothly spinning out 300 hp and 310 lb-ft of torque. The new 4.3's horsepower rating remains at 300, but torque has increased to 325 ULEV certified lb-ft at 3400 rpm. Its additional grunt is easily noticed when flooring the accelerator from, oh, say 40 mph. The electronically controlled five-speed transmission kicks down, the tail squats slightly, and you'd better have the vehicle pointed in the right direction. Hit the brake pedal and hope nobody's tailgating you: The GS 430 goes from 60 to parked in an amazing 108 ft, just a handful of feet more than a Corvette Z06.
Interiors are a Lexus long suit, and the GS 430 is no exception; the cabin remains a plush, hyper-comfortable cocoon at any speed below 100 mph, when only a whisper around the mirrors is heard. And although the new speed-sensitive Mark Levinson designer audio system is more than up to the task of providing agreeable sounds, we're not sure if it justifies its $3790 price (or $5790 when combined with Lexus' new DVD-based nav system, as on our tester). Each is available separately, if you wish, but newly upgraded wood trim is standard.
2001 Lexus GS 430
WHAT'S HOT
0-60 in 5.9, baby
Outstanding brakes
Ultra-quiet
WHAT'S NOT
Seats short on lateral support
Uplevel stereo is good-but overpriced
Wheels/tires don't quite fill wheelwells
The fact that Lexus hasn't raised the V-8-powered GS' base price since its intro three years ago, but has upped its performance and feature content levels, is an indicator of what it takes to be competitive in the luxo/performance sedan arena. With excellent driving dynamics, a sub-6-sec 0-60 time, and enough goodies to keep any hedonist smiling, the GS 430 still has what it takes to play against the BMW 540i, M-B E430, and all the rest.
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