4th Generation GS Reviews Thread
12-09-11, 04:47 AM
#106
Pole Position
Didn't 350 debut with regular silver finish 19' wheels while dark finish staggered were resereved for F-Sport? I think there is even a picture with wheels selection where there are two 19s.
What happend with regular 19 i don't see it on any GS from press reports. Hopefully it will be an option for non sport trims.
What happend with regular 19 i don't see it on any GS from press reports. Hopefully it will be an option for non sport trims.
12-09-11, 11:01 AM
#107
Lexus Champion
Didn't 350 debut with regular silver finish 19' wheels while dark finish staggered were resereved for F-Sport? I think there is even a picture with wheels selection where there are two 19s.
What happend with regular 19 i don't see it on any GS from press reports. Hopefully it will be an option for non sport trims.
What happend with regular 19 i don't see it on any GS from press reports. Hopefully it will be an option for non sport trims.
Last edited by Mr. Burns; 12-09-11 at 11:12 AM.
12-09-11, 11:12 AM
#108
Lexus Champion
12-09-11, 03:44 PM
#110
Lexus Champion
.Worst part is those LED lights aren't even an option for the non-hybrid models in NA like it is elsewhere. They transform the look of the car and for that kind of money, spending a bit more and getting a look you love should always be an option.
12-09-11, 05:50 PM
#111
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12-09-11, 10:10 PM
#112
It's okay. I believe the GS-F will have the triple beam headlight system and actually look closer to the LF-Gh concept than the other trims. Furthermore, the sweet headlamp system of the concept would be pretty cool to see on the production GS-F. The separated LED strip that is cut directly into the sheet metal and separate from the headllight housing could be a real distinguishing feature of future F cars.
12-14-11, 07:22 AM
#113
Lexus Champion
12-16-11, 12:48 AM
#114
I did confirm at the GS Test Drive in Las Vegas Motor Speedway by Lexus Corp events, that the GS 450h that I drove did have a SPORT+ setting in addition to the SPORT in the suspension/shift pattern pre-set settings.
The body accessory and other cosmetic bits inside and out were nothing more than a standard GS350 with few clues that it is a hybrid.
Also, the difference between the handling at extreme limits are similar between the standard and F-Sport are not large, and that even in normal modes, both cars display exemplary engaged and positive footing. The settings of Normal, SPORT, and SPORT+, are more evident in the comfort and general feeling of stiffness rahter than a huge change in any dynamic performance from the driver's seat.
However, there difference between the heavily loaded and somewhat different weight balanced Hybrid GS did feel significantly heavier, and that the difference in Hybrid, vs Standard gasoline engine car was much more evident than the difference between the GS with and without the F-Sport pack.
So despite the F-Sport setting being available to the Hybrid GS450h, the performance in terms of handling and balance is better in the standard GS350 or F-Sport gasoline engine GS350.
At least that was my take on the 3 cars tested, and the E350 and 535i that was also available, which you can read in my other post on this site.
The body accessory and other cosmetic bits inside and out were nothing more than a standard GS350 with few clues that it is a hybrid.
Also, the difference between the handling at extreme limits are similar between the standard and F-Sport are not large, and that even in normal modes, both cars display exemplary engaged and positive footing. The settings of Normal, SPORT, and SPORT+, are more evident in the comfort and general feeling of stiffness rahter than a huge change in any dynamic performance from the driver's seat.
However, there difference between the heavily loaded and somewhat different weight balanced Hybrid GS did feel significantly heavier, and that the difference in Hybrid, vs Standard gasoline engine car was much more evident than the difference between the GS with and without the F-Sport pack.
So despite the F-Sport setting being available to the Hybrid GS450h, the performance in terms of handling and balance is better in the standard GS350 or F-Sport gasoline engine GS350.
At least that was my take on the 3 cars tested, and the E350 and 535i that was also available, which you can read in my other post on this site.
12-19-11, 07:38 AM
#115
Car Magazine Review 4/5
Lexus GS450h F Sport (2012) CAR review
By Ben Pulman
First Drives
19 December 2011 10:47
This is the fourth generation Lexus GS, but it’s not about to take on the hegemony of Audi, BMW and Mercedes in Europe as there are still no plans for a four-cylinder diesel. There /is/ a new 2.5-litre V6 petrol but, officially, it’s dirtier and less fuel efficient than the headline-grabbing hybrid version, the GS450h. It’s the hybrid we’ve tested here – read on for CAR’s first drive review of the new Lexus GS450h.
So if the Lexus GS450h is Toyota’s latest hybrid, presumably it produces some pretty stellar official figures?
The GS450h features the second generation of Lexus Hybrid Drive, but it’s more evolutionary than revolutionary: the batteries remain nickel-metal hydride (but now stand vertically instead of horizontally to the boon of 60% more boot space), and the 3.5-litre V6 engine is still naturally aspirated (albeit now with direct fuel injection). Combined with the electric motor, the maximum power output of the hybrid system is up versus the old GS450h: 292bhp @ 6400rpm is now 338bhp @ 6000rpm. And yet torque is down: 271lb ft @ 4800rpm has dropped to 254lb ft @ 4600prm.
Officially, thanks to the electric tech, the GS450h achieves 137g/km and 47.9mpg on the combined cycle, which means emissions have been reduced from 179g/km and consumption is cut by 23%. So it’s cleaner and more economical than any petrol 5-series – and the 530d – while the (unchanged) 0-62mph time of 5.9 seconds means it’s on par for pace with the 535i.
How has the new Lexus GS changed inside and out?
The styling is sharper – but you really need the optional F Sport kit (an estimated £2500) to make the GS look mean rather than meek. And besides the beefier bumpers, F Sport trim adds interior upgrades (excellent 16-way adjustable front seats and various trim tidbits), plus revised shock absorbers, stiffer rear suspension bushes, and bigger front brakes. Two-stage Adaptive Variable Suspension is thrown in too, and on F Sport models you can spec Lexus Dynamic Handling (an estimated £1700), effectively a rear-wheel steer system. More of which later…
Refinement and quality levels are high, but the graining of the plastic has that unique Toyota/Lexus ability to instantly date the interior by about a decade and any superiority Lexus once enjoyed over the Germans is slipping away. But it now leads all rivals in one way: the LCD multimedia screen is, at 12.3in, the largest ever fitted to a production car. Controlling it is the second-gen Remote Touch Interface, the Lexus take on iDrive. The rollerball controller no longer acts like a mouse with the cursor flying across the screen as you battle against the oversensitivity; instead each nudge of the RTI left or right or up or down moves the pointer to set positions. Works well, but the rotary dial favoured by the Germans is a slicker solution.
And how does the new Lexus GS drive?
Like all hybrids you start the GS450h and it’s instantly into EV mode. Then there’s that smug smile as you glide away from your parking space and into urban traffic in near silence. Plant your right foot and the petrol engine seamlessly joins the fray; the extra power is instantly obvious, and the electrical assistance means diesel-esque mid-range overtaking ability. Lift, and as long as you’re not asking too much, the V6 shuts down and you coast along on electric power once more. Which is much like the previous Lexus GS450h.
What’s different is a Drive Mode Select dial with Sport S and Sport S+ settings, plus the F Sport’s adaptive dampers and the rear-wheel steering system. Sport S sharpens the throttle, Sport S+ quickens the steering (and adjusts the dampers and the rear-steer settings) and with all four wheels swiveling the GS turns in keenly, feels very nimble, and only on the worst roads and in the stiffest setting does the ride lack a little composure. There’s a little initial deadness to the steering, but while it’s a little light and synthetic, it’s sharper and more incisive than on non-F Sport models – and much better than the old GS.
Verdict
The new GS is still fast and refined, and now (in full F Sport-spec GS450h guise at least) it’s fun to drive too. Alas the lack of a small diesel and the expense of the hybrid version – lots of kit will be standard but reckon on paying £50k – means it’ll remain a bit-part player, despite potentially having the wherewithal to challenge German domination
By Ben Pulman
First Drives
19 December 2011 10:47
This is the fourth generation Lexus GS, but it’s not about to take on the hegemony of Audi, BMW and Mercedes in Europe as there are still no plans for a four-cylinder diesel. There /is/ a new 2.5-litre V6 petrol but, officially, it’s dirtier and less fuel efficient than the headline-grabbing hybrid version, the GS450h. It’s the hybrid we’ve tested here – read on for CAR’s first drive review of the new Lexus GS450h.
So if the Lexus GS450h is Toyota’s latest hybrid, presumably it produces some pretty stellar official figures?
The GS450h features the second generation of Lexus Hybrid Drive, but it’s more evolutionary than revolutionary: the batteries remain nickel-metal hydride (but now stand vertically instead of horizontally to the boon of 60% more boot space), and the 3.5-litre V6 engine is still naturally aspirated (albeit now with direct fuel injection). Combined with the electric motor, the maximum power output of the hybrid system is up versus the old GS450h: 292bhp @ 6400rpm is now 338bhp @ 6000rpm. And yet torque is down: 271lb ft @ 4800rpm has dropped to 254lb ft @ 4600prm.
Officially, thanks to the electric tech, the GS450h achieves 137g/km and 47.9mpg on the combined cycle, which means emissions have been reduced from 179g/km and consumption is cut by 23%. So it’s cleaner and more economical than any petrol 5-series – and the 530d – while the (unchanged) 0-62mph time of 5.9 seconds means it’s on par for pace with the 535i.
How has the new Lexus GS changed inside and out?
The styling is sharper – but you really need the optional F Sport kit (an estimated £2500) to make the GS look mean rather than meek. And besides the beefier bumpers, F Sport trim adds interior upgrades (excellent 16-way adjustable front seats and various trim tidbits), plus revised shock absorbers, stiffer rear suspension bushes, and bigger front brakes. Two-stage Adaptive Variable Suspension is thrown in too, and on F Sport models you can spec Lexus Dynamic Handling (an estimated £1700), effectively a rear-wheel steer system. More of which later…
Refinement and quality levels are high, but the graining of the plastic has that unique Toyota/Lexus ability to instantly date the interior by about a decade and any superiority Lexus once enjoyed over the Germans is slipping away. But it now leads all rivals in one way: the LCD multimedia screen is, at 12.3in, the largest ever fitted to a production car. Controlling it is the second-gen Remote Touch Interface, the Lexus take on iDrive. The rollerball controller no longer acts like a mouse with the cursor flying across the screen as you battle against the oversensitivity; instead each nudge of the RTI left or right or up or down moves the pointer to set positions. Works well, but the rotary dial favoured by the Germans is a slicker solution.
And how does the new Lexus GS drive?
Like all hybrids you start the GS450h and it’s instantly into EV mode. Then there’s that smug smile as you glide away from your parking space and into urban traffic in near silence. Plant your right foot and the petrol engine seamlessly joins the fray; the extra power is instantly obvious, and the electrical assistance means diesel-esque mid-range overtaking ability. Lift, and as long as you’re not asking too much, the V6 shuts down and you coast along on electric power once more. Which is much like the previous Lexus GS450h.
What’s different is a Drive Mode Select dial with Sport S and Sport S+ settings, plus the F Sport’s adaptive dampers and the rear-wheel steering system. Sport S sharpens the throttle, Sport S+ quickens the steering (and adjusts the dampers and the rear-steer settings) and with all four wheels swiveling the GS turns in keenly, feels very nimble, and only on the worst roads and in the stiffest setting does the ride lack a little composure. There’s a little initial deadness to the steering, but while it’s a little light and synthetic, it’s sharper and more incisive than on non-F Sport models – and much better than the old GS.
Verdict
The new GS is still fast and refined, and now (in full F Sport-spec GS450h guise at least) it’s fun to drive too. Alas the lack of a small diesel and the expense of the hybrid version – lots of kit will be standard but reckon on paying £50k – means it’ll remain a bit-part player, despite potentially having the wherewithal to challenge German domination
12-19-11, 09:07 AM
#116
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Originally Posted by Car Magazine
The GS450h features the second generation of Lexus Hybrid Drive, but it’s more evolutionary than revolutionary: the batteries remain nickel-metal hydride (but now stand vertically instead of horizontally to the boon of 60% more boot space), and the 3.5-litre V6 engine is still naturally aspirated (albeit now with direct fuel injection). Combined with the electric motor, the maximum power output of the hybrid system is up versus the old GS450h: 292bhp @ 6400rpm is now 338bhp @ 6000rpm. And yet torque is down: 271lb ft @ 4800rpm has dropped to 254lb ft @ 4600prm.
Last edited by ydooby; 12-19-11 at 02:02 PM.
12-19-11, 04:49 PM
#117
Comparing the combined output of the new GS450h with the gasoline engine output of the old GS450h and calling the power of the new one "up" is laughable. And they got the spec of the old GS450h wrong--it too had direct fuel injection. The new one simply switches to Atkinson Cycle.
12-20-11, 04:40 AM
#119
Lead Lap
Thread Starter
TorqueNews
The 4th generation of the Lexus GS Hybrid is an exercise in balancing opposing concepts, something it manages to do very well. First and foremost, it manages to strike equilibrium between the primary attributes premium automobiles embody to one degree or another, namely luxury and performance.
These concepts are well illustrated in the segment by Mercedes-Benz, who tends toward the luxury end of the premium scale, and BMW who clearly represents the performance emphasis on the other end. Lexus has become the premiere luxury brand in the U.S. over its 18-year history by splitting the difference between these divergent goals and hitting the sweet spot midway between a focus on luxury and the myopic pursuit of sheer performance.
That was the essence of Akio Toyoda’s words when 5 years ago he instructed engineer Yoshihiko Kanamori to take the GS to a new level of design and driving dynamics. Still, there are other aspects of balance embodied in the new 2013 Lexus GS 450h to be considered.
The essential concept of the hybrid vehicle seeks to blend environmental responsibility and fuel economy, without significantly sacrificing performance itself. The Lexus GS hybrid accomplishes both of the former while enhancing the latter.
The hybrid system adds a 52 horsepower motor to the 286 horsepower of the V6 engine resulting in 338 hp total, while still achieving 31-mpg combined and expecting the EPA’s top rating of ULEV II, meaning it aces California’s strict emission codes.
Today’s vehicles, in the effort to create more efficient economy, need to reduce their weight, while maintaining the level of safety the modern buyer has come to expect.
The 2013 Lexus GS 450h targets this by targeting exterior weight reduction through a combination of aluminum alloys, high-tensile strength steel, ultra high-tensile strength steel and hot-press steel to create a more rigid body that weighs less.
This is achieved by strategic reinforcement augmented by spot and laser welds. Extensive bracing of the underbody, supplemented by the radiator support bracket creates a stiffer platform, enhancing surface feedback to the driver. Cowl side braces increase the rigidity of the front suspension and steering mounts heightening stability while bracing the A-pillar to the fender apron enhances steering response. Energy absorbent construction aids in front impact safety.
The use of ultra high-strength steel, so rigid at room temperature it must be heated to be formed, is used in a simpler structure in the B-pillar to create a stronger, more rollover safe top that is still lighter in weight.
A 10% reduction in interior weight was achieved by changing the mostly hidden materials in the door trim, headliner, trunk, tunnel baffling and the center pillar garnish.
In the trunk the need for a hefty motor battery was more harmoniously balanced with the need for truck space by reshaping the battery pack and snuggling it up closer to the rear seats.
The 2013 Lexus GS 450h uses a new 3.5-liter V6 Atkinson cycle engine that gains 35% in fuel efficiency via a higher expansion ratio but lower compression ratio than the previous Otto cycle engine.
Other benefits include the engine’s greater tolerance of fuels containing ethanol, lower emissions and quieter operation.
All the new GS models have a multiple driving mode selector to more finely attune the vehicle to ambient conditions and driver style and mood. In addition to normal settings the operator may choose Eco, Sport or Sport plus modes.
In Eco mode, the throttle and air conditioning are tied to energy efficiency parameters. When the hybrid model is put into Sport mode, throttle and engine responsiveness are enhanced, for quicker acceleration.
In Sport plus mode, the modifications of the Sport mode are elevated by suspension and tech systems to raise the damping force of the Adaptive Variable Suspension, modify the degree of assistance from the Electric Power Steering, alter the amplification factor of the Variable Gear Ratio Steering, add to the convergence of Dynamic Rear and change the level of intervention by the Steering Vehicle Dynamics Integrated Management.
On the 2013 Lexus GS 450h, when you select the Sport or Sport plus mode, the hybrid system indicator is replaced by a tachometer.
In the hybrid there are also two other selectable driving modes: EV and Snow. If memory serves, the EV or all-electric mode is good about 4 miles with a top speed of 20 or 25-mph. No information was available regarding the Snow mode at the time of this post, but will provided as soon as Lexus representatives can provide it.
Some vehicles have drive selectors that don’t seem to make any perceivable difference to the driver. As engineer Charles Hubbard of the Lexus College put it, “Sometimes buttons are just buttons.” The different driving modes in the GS make distinct and easily noticeable changes in the way the vehicle performs.
Though the difference in weight and the car’s center of gravity changes the way the hybrid model performs compared to the purely petrol powered models, it is still distinct. Though the hybrid doesn’t have the snappy agility of the AWD or F models, it still is a pleasure to driving. It may lean a little towards the Mercedes-Benz end of the scale as a result, but who’s complaining?
The Lexus GS models all feature a new 12.3-inch information display that can provide graphics for maps, navigation and entertainment or climate at the same time.
The new vehicles also feature the new version of Lexus Enform, the interactive infotainment center that allows smartphone users to download free cloud-based apps via the car and then activate them using the Voice Box causal conversation voice recognition system.
Functions like navigation, call center contact, destination assist and emergency response reside in the car system. The other phone-based apps include Bing, MovieBox, Open Table, a limited Facebook function, Pandora, and iHeart radio.
On the center console a new display controller more closely mimics the use of a mouse, making hand control of these features easy and intuitive to use.
In a brilliant stroke of sustainability, the 2013 Lexus GS 450h features a leather wrapped steering wheel with bamboo inserts.
Another feature of note is the addition of Bi-Xenon Adaptive front headlamps, the ones that point where you’re going in turns.
Though there is much more to this premium hybrid, the vehicles will be touring the U.S. as part of a Consumer Performance Drive. Lexus wants to get as many people behind the wheel to experience it for themselves as possible. They would not be doing that without believing they have a winner on their hands.
In the final analysis, the 2013 Lexus GS 450h manages to balance exterior handling with interior comfort, environmental consciousness with real world practicality, hybrid technology with rear wheel drive and touring car roominess with mid-size drivability.
All that remains to be seen is whether they can balance an attractive price point with long term affordability. We have no intention to bet against them.