Lexus LF Reviews

Much to the disappointment of many local buyers Toyota Australia chose not to import the stylish Soarer GT coupe or its Lexus SC300/400 cousin, but those who still desired the sleek Japanese coupe could still own one thanks to the specialist importers who took on local compliance of the cars.Presumably Toyota believed it couldn’t sell enough of them to turn a profit on the Soarer/Lexus if it brought it in, but that simply left the door open for the importers to fill the void and satisfy the demand from local buyers. Judging by the number on the road that demand has been quite strong.Buying a so-called ‘grey’ import can be a harrowing experience, but shouldn’t be if you do your homework and err on the side of caution when you set out to buy.Recent changes to the import rules have made buying a second hand import a much safer proposition, but that doesn’t mean you shouldn’t be careful.It pays to buy from a recognised specialist in these cars, one that has been doing it for some time and has a solid reputation with the people who buy and drive them. To find out about who is reliable go to the clubs and talk to members about their experiences with the car, and with the importers and dealers.MODEL WATCHToyota launched the Soarer and its Lexus equivalent in the early 1990s. It was designed in America and aimed at affluent Americans who wanted a stylish well built and fully equipped coupe.In the Japanese market it was badged a Toyota, the Soarer to be precise, and was conceived as a sporty model, but on the other side of the Pacific it carried the Lexus badges of Toyota’s premium brand and was a luxury model.The cars that come here are Japanese Soarers, but some have been rebadged as the Lexus SC300/400.Whichever way you look at the two-door four-seater Soarer/Lexus coupe it’s elegant. Its lines are long and languid its proportions are perfect.Apart from some minor styling changes during the model’s 10-year life span there is little to tell one model from another.The choice of powertrains offered either heady sports performance of a turbo six or the more laid-back effortless performance of a V8.The ST-T was the tearaway of the Toyota bunch, its 2.5-litre twin turbocharged double overhead camshaft, 24-valve straight six pumping out 157 kW at 6200 revs.When asked the 1560 kg rear-wheel drive coupe will reach 100 km/h in a little over six seconds, but will continue to pull hard well beyond that, reaching 250-plus km/h in no time at all.The progress of the normally aspirated 3.0-litre straight six GT is more sedate, it will require almost 17 seconds to cover the standing 400-metre sprint, which is some four seconds more than the turbo requires.The quad-cam 4.0-litre V8 is the same engine as sold here in the Lexus so it should be familiar to local buyers. It’s a silky smooth unit that is equally at home cruising around clogged city streets as it is at speed on the open road.Most have a four-speed electronic automatic gearbox, but the 2.5 GT-T is also available for a five-speed manual gearbox.Independent suspension was under both ends, with coil springs on earlier cars and airbags on later ones.Variable ratio rack and pinion steering ensured handling precision; the sportier twin turbo Soarer was the most precise. The luxurious Lexus rolled a little more in the interests of overall ride comfort, but none-the-less still handled with assurance.All Soarers were well equipped with a range of features, from air-conditioning, anti-skid brakes, traction control (optional), tele-tilt steering column, power windows and mirrors and a rear window demister.All had a driver’s airbag; some also had a passenger airbag, which came as part of the option pack that included traction control.IN THE SHOPThe first thing to consider is that these cars are brought here as second hand cars, some of them now with high mileage on their odometers. The digital odometer is relatively easy to alter and without a previous history it’s hard to pick, so be careful and make sure the car looks like it’s done the mileage shown on the odometer.An old car with a low odometer reading should be regarded with suspicion unless the owner can provide evidence of its authenticity. A 1991 model car would normally have in excess of 200,000 km on the clock, a 2000 model around 100,000.Many were landed in the 1990s and have been here for some time, which makes it hard to establish their early history before their arrival. That makes it imperative that you buy from someone you trust.They also have plenty of zip and being relatively inexpensive many have been within the reach of younger drivers who have used up all of that awesome performance potential.While the Toyota mechanical package is pretty robust it’s well worth having a check carried out by an expert to determine the state of play inside the engine in particular.All engines require high octane unleaded and the consumption can be quite high, especially if driven enthusiastically. Driven carefully you could get 12.0 L/100 km, but don’t be surprised if it’s more like 14-15 L/100 km.Water pumps can be a problem at high mileage and they’re expensive to replace.Power steering pumps can be a problem as well, so have a good look for oil leaks in the vicinity of the pump.Electrics can also be a problem. The headlamps suffer from condensation build-up, the central locking often gives up the ghost, and the EMV screen is another item that often stops working and is expensive to repair.It’s a good idea to check the operation of all the accessories to ensure they actually work.The leather can be a problem where fitted. It’s basically through a lack of maintenance in the car’s early life, probably because the Japanese know they’ll be getting out of their cars after a relatively short period of ownership so they don’t bother looking after them.IN A CRASHThe mix of high performance and youthful exuberance is a potent one with the Soarer/ Lexus, but thankfully it has a very competent chassis with powerful brakes and anti-skid brakes to help avoid a collision.All have at least one airbag, for the driver, and some have dual airbags providing the front seat passenger with some protection in the event of a crash.OWNERS SAYPeter Smith was looking for something different in a motor car in 1988 and settled for the Soarer due to the classic looks and exhilarating performance. He says the car is a dream to drive in and around the city, but what a difference when you put your foot down. It is a no frills, economical black beauty with 110,000 km on the clock. He has done 85,000 km in it and has had no trouble whatsoever.Frank Pettiford currently has a 1991 Soarer TT manual. It just turned over 145,000 km and is running perfectly. He has the oil and filter changed religiously every 5-6000 km and uses mineral based oil. He says he has had no problems in three and a half years, and says it offers excellent value for money in that it still appears stylish, gives 8.5L /100 km on the highway and is extremely reliable.LOOK FOR• elegant coupe styling• altered odometers on high mileage cars• accessories that don’t work• signs of hard use• mechanically robust and reliableTHE BOTTOM LINEA good looking coupe that still turns heads, but age is catching up with them now that the oldest is 14 years old.RATING60/100

When Toyota launched its prestige brand in 1990 it swept through the automotive establishment like a blazing bush fire fanned by a hot midsummer northerly. The luxury LS400 was the first Lexus model to be launched and it so shook up Mercedes-Benz that they haven’t been the same since, and for that we can all be most thankful.Talking about it recently Cars Guide editor Paul Gover described it as being like the Japanese raid on Pearl Harbour in World War 2. The Japanese bombers arrived unannounced and with devastating effect sent most the American Pacific Fleet to the bottom while they lay at anchor in port. It was a huge setback to the Americans at the time, but it had an even more devastating effect on the Japanese because, as Gover said, it awoke the sleeping giant.The same can be said for the opening salvo in the Lexus raid on the luxury market segment with the LS400, which caught the established luxury carmakers unaware.Overnight American buyers switched from the star marque in particular and bought the new Japanese car instead. It was a wake-up call for Mercedes just like the Japanese bombing raid on Hawaii was for the Americans in 1941.Mercedes-Benz had so dominated the top end of town it was as if they believed they had a God-given right to the luxury market and had become complacent. When the Lexus arrived with an alternative that was just as well equipped, and had all of the technology the Mercedes had, and importantly had much better build quality, many traditional ’Benz buyers jumped ship.The German company was shaken out of its lethargy and realised that it had to compete for sales if it wanted to keep its pre-eminent position. Before long Mercedes had new, and much improved models on sale, with much higher levels of technology, equipment, and quality. For the first time in years, Mercedes was listening to its customers, and maybe more importantly they listened to those previously loyal customers who’d turned their back on the company.Mercedes response was, much like the American response in World War 2, devastating for the impertinent aggressor. Toyota was set back on its heels when the Germans counter punched, and the newcomer found itself under the pump.Proving heritage matters buyers returned to the establishment players and abandoned Lexus once the Germans lifted their game. Lexus, without the heritage to match its European rivals, than had to rely solely on its primary positives of technical sophistication, comfort, and build comfort when they were being matched or bettered by its rivals.Having given Benz and BMW the wake-up call they badly needed, the Lexus was no longer needed. Selling them became hard work, and the value of used cars dipped.If you can get past the badge value of the ’Benz there is plenty to recommend the LS400 as a prestige used car buy today.MODEL WATCHOne look at the LS 400 launched in 1990 is enough to reveal Toyota’s intended target. There are unmistakable cues that recall Mercedes-Benz cars of the time, it’s no wonder Benz buyers were enticed away from Mercedes dealers and into the new Lexus showrooms across town. Replace the Lexus badge with the three-pointed star and you could easily be convinced you were driving a car from Stuttgart.The LS400 was a conservative shape as demanded by its market segment. Its lines were smooth, but solid and substantial, perfect for executives and others wanting to convey the impression of success.If the shape was reminiscent of the big German the quality with which it was put together far outstripped anything that was being built in Europe at the time. A tour of the Lexus plant in 1994 just before the LS400 received a major makeover revealed a state-of-the-art factory jam-packed with computer driven robots able to assemble the car to the tightest tolerances. Production engineers were passionate about their ability to consistently turn out high quality, and even a cursory look at the panel fit and body gaps was enough to confirm that they were tight and very consistent. At the time it’s doubtful that there was a car being built with better quality.What lay below the superbly turned out skin was equally impressive. Suitably it was a 4.0-litre double overhead cam V8 that provided sufficient motivation for the LS400 to race to 100 km/h in a tick over eight seconds with a top speed of 240 km/h. It was fuel-injected, had four valves per cylinder, and pumped out a peak of 190 kW and 360 Nm.Silkily smooth it was barely evident at normal round town speeds, even at high speed it was totally unfussed with never a murmur to disturb the interior ambience.The transmission was a four-speed auto, again superbly matched to the engine. Shifts were imperceptible, gearing perfect so progress was always smooth.Suspension was independent all round, steering was power assisted, and ABS kept a watch on the disc brakes fitted at each corner.Inside, the LS400 was appropriately equipped with leather trim, power front seats, power mirrors and windows, seven-speaker radio/cassette sound with a six-stacker CD player, cruise control, and a driver’s airbag. Remote central locking along with an alarm and immobiliser kept thieves at bay.A passenger’s airbag was added in 1992, at the same time 16-inch alloy wheels replaced the 15-inch alloys fitted that were standard from 1990.IN THE SHOPImpeccable build quality and renowned Toyota reliability mean there is little that goes wrong with the LS400. Add to that owners who have the wherewithal to look after them, keep them clean and have them properly serviced and they can be bought with confidence.Even so look carefully for proof of service, particularly a service book with verifiable entries confirming service by a credible service agent. Check engine and transmission vitals and look for fluids that are old and in need of replacement, a sure sign that servicing has been neglected.Check body carefully for colour mismatches, crook panel fit, variable gaps between panels, which are a sure sign of repairs. Check alloy wheels for damaged caused by being driven into kerbs, and look further for suspension damage if wheels are heavily scarred.OWNER’S VIEWChris Smith bought a 1993 LS400 and loved it for its quality, engine, quietness, comfort and appointments, ride and exterior design, and has no problem with its perceived lack of prestige. His only problem (odo now says 190,000 km) was the replacement of the power steering oil reservoir at 100,000 km for around $1400. He says they are tremendous second hand value.LOOK FOR• great build quality with perfect panel gaps and fit.• silky smooth engine and drive line for fuss free motoring.• every conceivable comfort and convenience fitment.• good performance despite weighty body.• renowned Toyota reliability on a grand scale.• premium newcomer that lacks prestige of the traditional makes.

A number of Japanese carmakers attempted to set up new luxury brands in the 1990s to compete with the prestige European brands that were enjoying unprecedented success outside their home countries. Mazda created Eunos, which failed to get off the ground here and is no longer sold; Nissan set up the Infiniti brand and like Eunos failed to gain any sort of momentum before being withdrawn from the local market.Only the Toyota prestige spin-off, Lexus, has managed to survive the birthing blues and now thrives thanks to its well-earned reputation for build quality, reliability and refinement.The Lexus brand made a spectacular start with the large LS400, which shook up Mercedes-Benz in the early 1990s, and backed it up with the mid-sized ES300, which expanded its market reach.MODEL WATCHWord spread like wildfire when Lexus hit the US market. At the time the likes of Mercedes-Benz, BMW and Audi were on the nose with many buyers who were only too happy to switch to the newcomer that was not only built better than most, but was also more affordable.Mercedes buyers in particular switched in their droves in what proved to be a wake-up call for the big German carmaker, but more importantly it gave the new Lexus brand a flying start.The ES300 was the second model in the very slim Lexus portfolio when it was launched in 1992, but the LS400 had created enough of a stir for buyers of mid-sized prestige cars to stop in at Lexus dealers and take a look.The problem for Toyota was that it had to differentiate the Lexus models from those carrying the Toyota badge. It wasn’t a problem with the LS400 because it was a distinctly different car that bore no relationship to anything Toyota sold. Not so the ES300, which could be seen as an upmarket Camry.It didn’t help this perception that it did use the Camry platform and the Camry power train, but that’s where the relationship faded.Where the Camry was a down-to-earth family four-door the Lexus was a luxury sports sedan with a completely different character all its own.The smooth clean shape of the ES300 was clearly from the same designers who penned the Camry. It was neat and inoffensive to the eye, but there’s no escaping the fact that it was bland.A silky smooth 3.0-litre double overhead camshaft V6 provided its power with four valves per cylinder, which injected 138 kW into the four-speed auto transmission at 5200 revs along with 264 Nm at 4400 revs.A variable intake manifold enabled a smooth, seamless flow of power from low revs right through to the upper reaches of the speed range. When the right foot was pressed hard into the carpet the ES300 would reach 100 km/h from rest in a reasonable 8.0 seconds. It would account for the standing 400-metre dash in 16.2 seconds and boasted a top speed of 220 km/h.Underneath, the ES300 boasted independent suspension at both ends, variable ratio power steering and four-wheel disc brakes with ABS anti-skid protection.The interior of the ES300 was sumptuous, with superbly comfortable seats trimmed in leather, the air was cooled automatically and there was a high quality sound system.There was just the single ES300 model at first and it had pretty much everything you could wish for, including power windows, auto air, eight-speaker premium sound system with a 12-stacker CD player, cruise, leather, alarm, and headlamp washers.Lexus released an updated ES300 in 1996, which not only brought 11 kW more power, it also brought some subtle styling changes and a brace of new models in the form of the S and LXS.IN THE SHOPMechanics go broke waiting for Lexus owners to turn up on their doorsteps looking to have their cars fixed.Lexus clearly set the build quality benchmark from the moment the badge appeared and that has translated into reliability as they get older and cover more ground.Check for a service record to make sure the oil has been regularly changed. The Lexus is a prestige car so be suspicious of any that hasn’t been serviced according to the schedule.Keep a watchful eye out for imports, which may have arrived here with little known history.IN A CRASHA driver’s airbag was standard from the start, while a passenger’s airbag was added in 1993.The ES300’s well-balanced chassis is well equipped to avoid a collision situation, and with four-wheel discs overseen by ABS electronics the ES300 has a good level of primary safety.OWNERS SAYMatt Ure has driven Fairlanes, LTDs and Jaguars over the years, and says his 1997 ES300, which has done 130,000 km, is the only car that he has not even had a single problem with. Indeed, he says, it drives and rides the same as the day he drove it out of the showroom 10 years ago.Stephen Lacey recently sold his 2003 Toyota Corolla after finding the seats unbearably uncomfortable and the NVH shocking and bought a 70,000 km 2000 Lexus ES300. After owning some 21 cars he says the Lexus is by far the best he has ever owned. He likes its understated elegance, its comprehensive level of equipment, build quality, comfort, drivability and the satisfaction of telling people he owns a Lexus.LOOK FOR• Growing prestige of the Lexus badge• smooth comfortable ride• refined interior ambience• Impeccable reliability• Good build qualityTHE BOTTOM LINE• Few cars can boast the reliability and refinement of the Lexus ES300.RATING85/100

The car was only confirmed with right-drive a few hours before its world debut at the Detroit Motor Show as it was touted as Lexus' first dedicated hybrid and a new American icon. It instantly became a top-rated target for local showrooms, where it would sit just above the IS250 starter car with a price in the $60,000 to $70,000 range. "With that information, it now gets onto our list of cars for consideration," says Peter Evans of Lexus Australia at the show. "There is no plan for Australia at the moment. Absolutely no plan. Until recently we thought it was only left-hand drive but it's now confirmed with right-hand drive for Japan later this year." The first pure Lexus hybrid is more than just a petrol-electric green car. The all-new, mid-sized luxury car is also a hybrid of Toyota hybrids that combines bits and pieces from the existing Prius and Camry with some new mechanical tweaks of its own including an exhaust-gas heat exchanger to speed warm-up and cut emissions. It has a 2.4-litre petrol engine that is slightly more advanced than today's Prius, promising the performance of a V6 with the economy of a four. It has a slippery body with a drag co-efficient of 0.27, slightly above the all-new Prius also unveiled in Detroit, with a list of equipment that runs from 10 airbags to a lane-departure warning system, LED tail lights and eco-plastics in the cabin. Lexus says it is 85 per cent recyclable. The role of the HS in the USA will be to convert owners of Prius who are looking to move upscale, as well as converting some of the 65 per cent of luxury shoppers who Lexus says would have considered a hybrid if one had been available. The HS250h - for 'hybrid sports' - is the fourth Lexus hybrid but the first with a body that is entirely new, and not a petrol-electric switch of something already in the range. Even the Lexus flagship hybrid, which arrived at the same time as the latest LS, is twinned - like the GS and RX - with a regular petrol-powered model. "It is the entry-level hybrid in the Lexus range. It has the same role as Prius, which was the first dedicated hybrid in the Toyota range," says Evans. "It exists as an affordable luxury hybrid sedan. It is a lot less expensive than a GS, or an LS or an RX." He says the mechanical package - which uses the engine bay and powertrain of the Camry hybrid, underfloor of the new Prius and unique sedan body - stretches the strengths of the existing Prius. "A couple of things are cutting edge. There is the exhaust-heat recovery system," Evans says. "It's optimisation technology. With the Lexus hybrid system they are now at the stage of working at the margins. The improvements are one and two per cent with a range of enhancements. "It's probably not true to say it's a mature technology, but after 10 years it's out of its infancy." On the sales side, Evans says the HS would give Lexus a unique contender in Australia. "There is ore room than the IS in the back. It's more suitable for a family than an IS, probably more like a Honda Accord." And work is already underway in Australia to convert the right-drive announcement into a 2010 on-sale date. "It has opened a small window for us," says the head of Lexus Australia, John Roca. "We're looking at every hybrid from launch. It's something that would be nice to have . . . it's a very, very good chance. "Hybrid sales are now 24 per cent of the volume for Lexus Australia. It started at about eight per cent, and with the introduction of new models it will get to 27 per cent in 2009."

News cruisers are parked-up and beaming pictures before 6am as the temperature hovers around minus 10 and snow flurries drift through the pre-dawn blackness.By 9am there are union workers carrying placards in support of the Big Three outside Cobo Hall in downtown motown, as the great and the good from the world's motor industry arrive for the first major event of 2009.The buzz is down from recent years, with less security and fewer journalists jetting in for the action, but still there are major unveilings, technology, important speeches and so much more over the first two days.The North American International Motor Show is more than just glitz and glamour for General Motors, Ford and Chrysler in 2009 - this is the day when they have to deliver for the first time on the promises in Washington which have earned a government-backed rescue package.That means GM opens the action with a rolling cavalcade of 17 models which promise exactly what the government wants - hybrids, electric cars and regular production models which do better than 10 litres/100km in fuel economy.The headliner once again is the Chevrolet Volt, except this time it is wrapped in Cadillac bodywork and called the Converj - with the added bonus of a plug-in connection to its onboard battery system.Lexus is next and does its number around the brand's first dedicated hybrid, the HS250h, which was originally only planned for America but will now go to more than 80 countries.Then Ford becomes the second of the Big Three to present its position for 2010 and beyond, with an all-new Taurus family car - perhaps a pointer to something on the Falcon front - and the promise of an all-new electric car with a 160-kilometre range by 2011.Company chairman Bill Ford takes the stand to deliver on the company's promises to Washington, even though it was the only local not to take a multi-billion dollar loan."Ford is heading in the direction America and our customers want us to go, which is a green, high-tech and global future. I think that is where society would like to see the entire industry go, and Ford is going to lead that charge," Ford says.Then Chrysler, which many American analysts believe cannot survive the global economic meltdown, gets its turn and does a top job with the great looking new 200C family car and a range of electrics which shows it has not given up hope.It's best looker is the Dodge Circuit, which is most like a battery-powered Lotus sports car."The Dodge Circuit EV offers an extremely fun-to-drive, expressive sports car without fuel consumption and with virtually no impact on the environment,” says the vice-president of design at Dodge, Ralph Gilles.By now, after just two hours of the first press preview day, the pattern for Detroit '09 is set.The home team is going big on the cars it needs to make - even if Americans are still buying BIG with the drop in pump petrol prices - but there is more sizzle than steak because they have started way behind the Japanese and Europeans.And Cobo Hall looks sparse. There are fewer brands, fewer cars and none of the bold-and-brassy unveilings - Chrysler has always led the world in motor show stunts - which have been a signature of the Detroit show.“All I know is we took about 50 per cent out of the cost of our stand,” says the car boss at General Motors, Bob Lutz.“We took away a lot of the structures, such as salad bowl-shaped Saturn stands, and towers with holographic displays.”But he still applies some positive spin as everyone talks up the chances for the Big Three, even in the face of a selloff of the Hummer and Saab divisions at GM.“The fact that we don’t have any of that stuff gives our stand a much more businesslike and cleaner appearance. I think they cluttered up the stand. I imagine it’s going to be much the same around the show," Lutz says.As usual, the 80-plus former fighter pilot is right.BMW joins the hybrid rush at Detroit with news of its petrol-electric X6, thankfully with the all-new Z4 sportster to provide some glamour, as Volkswagen provides the best looking car of the show with its Concept BlueSport.The gorgeous VW is most like a Mazda MX-5, but promises Prius-buster fuel economy in the 4.3 litres/100km range and, without any promise of production, it clearly could have a future.“The Concept BlueSport is evolving into a car that that is a lot of fun to drive and at the same time makes an unmistakeable statement in terms of sustainability," says Volkswagen.“The Concept BlueSport is evolving into a car that that is a lot of fun to drive and at the same time makes an unmistakeable statement in terms of sustainability.”The next big mover in Cobo Hall is Kia, which shows a funky pick-up built on its baby Soul. The Soul'ster is never going to be an Aussie workhorse but will hit the Gen-Y button for America, and California in particular.As the first day in Detroit winds into darkness and more frigid weather, Subaru kicks the action with a preview of its new Liberty - called the Legacy in the USA - Jaguar runs out its high-performance R version of the landmark XF and Volvo shows the most adventurous concept car in its history, pointing to the next S60."The sporty design gives visual promise of an enthusiastic drive and I can assure you here and now that the all-new S60 will live up to that promise," says Volvo boss, Stephen Odell.Ford goes again to start day two at Cobo, with its Lincoln-Mercury models, then its back to Maserati and then GM pushes the home game hard with an announcement that the batteries for its Volt will be built in the USA. It's a boost for local jobs, more hard news on the Volt, and just what Washington will want before the Big Three report back on their survival plans at the end of March.And then there is a shock - at least for the Americans - as Chinese cars make the mainstream in Detroit for the first time and little-known BYD confirms it will be selling the world's first production plug-in electric car by 2010.The last big event of Detroit '09 is the one everyone already knows about - the new Toyota Prius.The list of 'firsts' is impressive as the car is unveiled, from its drag co-efficient to more luxury and a more-efficient battery system. But Honda has already undercut the third-generation Prius on price with its Insight, which is headlining for the brand in Detroit, and there is no sign of a cutting-edge lithium-ion battery pack.But the Prius has solar-powered air-conditioning to cool the car when it is parked, is bigger and quieter inside, and is certain to become the world's best selling hybrid. The car comes with more than 1000 new patents on technology and a claim of 3.9 litres/100km economy."Prius is more than a hybrid, it’s a solution. No longer is it a second car or a passing fad. In many households, it has become the primary family car," says Bob Carter of Toyota USA.There is other stuff to see in Detroit, and some things are obviously missing _ the Mercedes E-Class was an invitation-only event and Rolls-Royce is holding its all-new RR4 for the Geneva Motor Show in March - but the overall verdict on 2009 is surprisingly positive.Cars are still big news, look good and make promises of a better and more enjoyable life on the road.But the big question remains. Did the Big Three do enough, and show enough in Detroit, to convince the American government that they deserve the support it will take to get them through the biggest crisis in the history of the automobile? 

The Lexus HS 250h, unveiled at the Detroit motor show overnight, is due to go on sale in North America later this year while production of a right-hand-drive model is due to commence late this year or

What should have been the main attraction in the car world was reduced to a sideshow as the heads of America's Big Three sat down in Detroit on the same day to beg for the billions they need to stay in business.There was plenty of shiny new stuff but all the talk was doom and gloom, even from car chiefs who do not have the same live-or-die pressures as General Motors, Ford and Chrysler."I think it is fair to say this is the worst we have seen," the head of the world's fifth-largest carmaker, Carlos Ghosn of the Nissan- Renault alliance, says as he delivers the keynote speech at the opening of LA '08."And we are not certain. Is this the beginning of the end, or the end of the beginning?", Ghosn says of the critical cash crisis which is affecting nearly everyone in the car world.Still, there is plenty of new stuff and news on the strangely subdued stands in downtown LA.The latest Ford Mustang, for a start.And then the world debut of the latest Mazda3 and Lexus RX, the great looking new Nissan 370Z, the updated Porsche Cayman and Boxster, and even a droptop Lamborghini Gallardo LP 560-4.It's no surprise, either, that some of the special impact in LA is reserved for cars which are chasing the elusive path to a future beyond petrol that satisfies American lawmakers' deepening desire for transport without emissions.The Mini E is the obvious champion, but LA also has the electric Mitsubishi i-MIEV which is likely to become Australia's first plug-and- go volt car, and all sorts of new-and-old battery-powered concept cars from the Big Three and a growing number of hybrid production cars including the Mondeo-sized Ford Fusion.As well as the radical looking Honda FC Sport Concept, which was done to prove that a hydrogen-powered future car does not have to look as boring or family as the company's upcoming Insight or the benchmark Toyota Prius.The show is a mis-hit for General Motors, which canned its concepts and parties, although Ford stays totally committed with a Mustang which makes the running for an event which typically draws around one million visitors in a city which is the car capital of the USA and, by extension, the world."I think there is a mixed emotion at the show," says J Mays (SUBS: CORRECT), the design director of Ford Motor Company."You still have to try and tug hard enough on the heart strings that people forget about the purse strings. It's a yin-and-yang situation."Looking over at his Mustang, and across to the Honda FC, Mays expresses what many people are thinking. Even at a time when it is more politically correct to attack the car chiefs, and their private- jet flights to Washington, than to talk about a show which takes another important step towards the world beyond petrol."Automobiles are escapism. It's not just transport," says Mays."People ask if it's appropriate to launch the Mustang at his time. Damn right it is. It puts a smile on your face and enhances your quality of life."That is definitely true of the Mustang, which still looks muscular and fresh despite a chassis which trails well behind the Ford Falcon, and the open-air Gallardo and even the second-generation Nissan Cube, which could just make it to Australia one day.And the 370Z looks tauter than today's 350, with the promise of more go and much better cabin quality, and the Mazda3 is fresh and happy.The Mini E looks just like the regular petrol-power car but is a milestone car which has the power and range to win people to electric."It's an important time in the history of the global car industry," says Carlos Ghosn.He worries about the impact of the global recession, and the money pressures on carmakers trying to evolve faster than ever before, and the challenges of safety and emission regulations.But, just like the cars on the LA Show stands, and the regular car people who flood in once the doors are open, he is bottom-line upbeat and bright."The one thing that is certain, absolutely certain, is that people will continue driving cars. Cars have no substitute. We have convergence on the issues, but divergence on the solutions," Ghosn says.And that is pretty much the way things looked in LA. 

But that is no surprise with the heads of the Big Three carmakers all skipping the event to continue lobbying for a $US25 billion lifeline from congress in Washington.Ford still splashed with the official introduction of the 2010 Mustang, but Chrysler and General Motors both wound-back their involvement in the second-biggest car show in North America.That left the way clear for the imports, with Mazda pulling the cover off its all-new Mazda3 - the last car it will develop with Ford as its owner - Nissan revealing its revitalised 370Z and a new Cube, and Honda revealing a radical looking new concept coupe called the FC Sport.Lexus also has a new RX SUV, which is being simultaneously unveiled in Sydney and will come as both a pure petrol car and a hybrid, Hyundai is showing a Sonata hybrid concept and the plug-in Mini E electric car is making its first public appearance.The LA show usually draws a crowd of more than one million visitors but the attendance is expected to be well down this year with car sales off by more than 35 per cent in October and America's annual selling rate down by closer to 40 per cent.Still, cars like the Mustang will still draw a crowd in a city which is one of the most automobile driven in the world and there are plenty of pointers to the future including a growing number of electric cars led by the Mini but including concepts from Chrysler. 

While the hybrid range appeases a green conscience with performance as well, the brand lacks a hero. The IS F is deigned to be a halo car for the Japanese brand that the bulk of its opposition already has - BMW has its M cars, Benz has AMG-badged weapons and Audi offers S and RS performance models, many which have character and soul in spades.The IS bearing the F badge - inspired by the Fuji Raceway track that was used in the model's development - aims to change that for Lexus, taking the V8 from the petrol side of the LS600hL hybrid, giving it to Yamaha and asking for some singing and dancing lessons.The brand says it has always had an element of performance within the bulk of its range but has never made a big deal about it - with the ISF the company has what it calls a new breed of Lexus and compares its significance to that of its 1990 launch.Lexus Australia chief executive John Roca says the performance market is new for Lexus, but the Japanese company has not entered the segment with a carbon-copy of its opposition.Its a lot of pressure on the car but we have to, being as conservative as they’ve been in the past, if it wasn’t for Yaguchi-san (chief engineer Yukihiko Yaguchi) this car wouldn’t be here.The board made a decision in 2002 - when he first talked about this car - not to develop a performance arm to the brand they felt it wasn’t what Lexus was all about, smooth quiet, well-crafted but he's an enthusiast, he wanted something he would like to drive.They will go easy with this car until it is successful, being cautious in terms of production and supply it has to succeed because if it doesn’t there wont be any more F models.The F started life as something of a side project for Yaguchi, a 25-year veteran of the company and its Toyota parent.Within the huge carmaker development approvals are not won easily but after experimenting with various mules the car was given the green light in 2004.Driving fun was more the aim, rather than outright lap times, says Yaguchi-san, with Yamaha, Brembo and BBS among the suppliers, the IS F has taken shape.Using the hybrid limo's V8 within an IS300 shell, Lexus has massaged every bit of the car and produced a four-seat four-door offering 311kW, 505Nm and a claimed thirst of 11.4 litres per 100km.The five-litre powerplant boasts variable intake, port and direct fuel injection, valve timing and a raucous note change at 3600rpm - 0-100km/h times of 4.8 seconds and a top speed limited to 270km/h are the claims and track work suggested those numbers were achievable.The eight-speed conventional automatic has two top gears for fuel economy and the remainder are closer-set, with a torque-converter lock-up between 2nd and 8th for better response; shift times are 0.1 of a second on up-shifts and 0.3 of a second on the downshift, complete with throttle blip.Yaguchi-san said the small development team had limited time and funds, making the brand's existing eight-speed automatic a more viable option than trying to develop a double-clutch automated manual now being used by BMW.At 1700kg it's no featherweight, but it's by no means the porkiest in the segment, says Lexus, which defends the weight figure in deference to a comprehensive features list.Full leather trim, heated sports front seats, a satnav-equipped Mark Levinson fourteen speaker sound system, radar cruise control, switchable stability control are all standard in the four-seater.It also has plenty of clever aerodynamic and cooling tricks, including 19in wheels - 30 per cent lighter than the 15.5kg 19in wheels from the LS600hL - that are directional and specific to front and rear axles, for pushing air onto the large vented and cross-drilled Brembo brake package.As a first-up effort in the prestige compact performance segment, the IS F does most things in a way that will put it on the shopping list occupied by BMW's M3 and the C63 AMG - Lexus certainly now has its hero car. DRIVINGThe high-performers of Lexus have been hybrids up until now.The little four-door sedan has a V8 that sings, quietly at first but 3600rpm is when it opens up and really belts out a note.The tune is accompanied by plenty of thrust, more than enough to whop the eight-speed auto into a frenzy and see off 100km/h in around five seconds.The ride quality is firm and on the abrupt side, big yumps and bumps are relayed with little compliance.It's not bone-jarringly bad but M, RS and AMG are a little easier through road imperfections.The steering has a nice feel to it, gathering extra weight in sport mode to make the driver take charge; the paddleshifts are crisp and generally smooth, although in sport mode there's a little more shift-shock than some double-clutchers sampled in recent weeks have displayed.The seats aren't large but they are supportive and comfortable, with little numb-bum displayed during the launch drive; the racetrack showed the lateral support, which felt ample on the road corners, was up to the task on the racetrack.The IS F was bred for trackwork and it shows, lapping the Phillip Island circuit with considerable pace and plenty of balance.The firm ride quality that slightly tarnishes the on-road performance is paid for in spades by its abilities in the corners, with minimal body roll, decent turn-in and plenty of grip.Switch the electronics off and there's plenty of fun to be had - the track's two tight corners can be easily dispatched with plenty of attitude and a session on the skid pan demonstrated the electronic stability system's prowess, as well as its ability to be completely turned off, something its German counterparts could look at closely.Lurid powerslides and other activities that would get the IS F confiscated on public roads can be indulged in with impunity on a racetrack skidpan, with plenty of smoke.The circuit work showed the IS F has what it takes to corner quickly and gobble up straights in competitive time.While absolute straight-line speed and outright pace point-to-point might still have a German at the top of the podium, the IS F is on the money. 

But not if we’re talking of the 10,000 who since late 2005 have looked hard at the previously German-dominated compact prestige sedan segment, thought a bit, ruminated some, then said “bugger it” and bought a Lexus IS 250 – the updated version of which Carsguide is the first to drive.The lion’s share of attention has of late gone to the IS-F and IS250 convertible. Worthy embellishments to the range that these are, it’s V6 sedan range that comprises Lexus’s core business. And although the circa $60K competition has only become tougher in the past two years – the latest entry-level C-Class Mercedes-Benz is no longer a try-hard’s car and Audi’s new A4 is finally a worthy contender – the baby Lexus narrowly remains our choice.As to BMW’s 320i, well, we might live in a nation of nanny state speed limits but we’d like at least the theoretical ability to get to 100km/h before another birthday comes around. The 320d (diesel) slays its petrol sibling, but then there’s all those perennial 3 Series grievances. The cabin is about as welcoming as a customs inspector at Frankfurt airport. Runflat tyres afford a ride that’s all too terse for many. And to these eyes, at least, the exterior looks are not winsome, but wince-inducing.Not that the Lexus retains its title by default. Equally it isn’t necessarily outstanding in any one or two respects. Rather it remains the best all-round package, with incomparably the best level of standard kit in the class. That applies to all three iterations, including the base model.Available now, the upgraded IS line-up has new front and rear bumper styling, a lower intake design and chrome grille surround. More functionally, those big side mirrors (rear three quarter vision is this captivatingly shaped car’s downfall) include indicator signals, new tail lights and a redesigned under-body to improve air flow beneath the car.The top shelf Sports Luxury model – the one we drove – cops a new set of 17s and further colour choices of Molten Copper (sounds a bit naff) and Arctic Blue (which looks right nice). But aside from losing the reversing camera (a pity) and the standard sunroof (actually a bonus if you’re 185cm in height) it’s the entry-level IS that makes the best case. Indeed, the smaller 16-inch alloys would make for a generally more pleasant ride.Within the centre instrument stack and switchgear have been revised for increased usability. Rear vision is helped out a whole lot with foldable headrests when the back two places (and the IS really is a four-seater) are unoccupied. It’s still tight in there though, as it is upfront if you go for that headspace munching sunroof.Most importantly, VDIM (Vehicle Dynamics Integrated Management entails stability control, anti-lock brakes, traction control and steering) is standard in all 250s. It cannot be entirely deactivated and boos of the purists aside, this is as it should be for most that set sail in her.Both manual and automatic transmissions have been upgraded and while we can’t speak to the former – a manual IS is very seldom seen – the tweaks to the auto are appreciable and welcome. A common criticism of the previous model was that the gearstick had to be slotted into sport mode before the shifting paddles could be engaged. Now there’s temporary manual override in Drive, with full auto mode resumed by holding the upshift paddle for second or two.Downshift times have been almost halved to 0.8 seconds. Given that the IS has never had bags of twist down low, this response makes a quick gear grab a genuinely useful thing to do. In manual mode it holds gear on redline till meltdown. And if it still doesn’t equal the 3-Series’s benchmark ZF auto, the Lexus slusher now runs it closer.In general running this enhanced alacrity can but adds to an already enjoyable drive. At around 1600kg the IS is a hefty thing by class standards, but the well-balanced and highly accessible rear-wheel-drive dynamics come to the fore with a decent length of slack extended before the VDIM system beeps censoriously. Weighting through the steering is light without being over assisted.The 153kW/252Nm 2.5-litre V6 is something of an analogy for the whole car – sophisticated and efficient. While outmatched by the bigger capacity bent sixes of Audi and the inline jobbies of BMW, it’s elegantly sufficient for most of us. That mid-eight second 0-100km/h time is more than enough squirt in those states where a mere few klicks over the limit costs one quarter of one’s license.In all, the IS is a fine thing smartly enhanced. Which means the next 10,000 are going to be even more right to buy it.