2000 Lexus LS Reviews

The only difference to the model voted by Carsguide experts as the best of the best in 2007 is that this is the just-released automatic.The little 1.6-litre diesel engine puts out a very nippy 85kW of power and 255Nm of torque to create a well-balanced and surprisingly spritely about-town car. However, the real quality of the car showed out on a day trip to the South Coast recently when the fully-laden car handled with aplomb on the open road.Its road handling and zippy acceleration found plenty of praise at the highway speed limit.We look forward to enjoying its economic six litres per 100km diesel fuel economy, which should keep service station visits to a minimum.The auto costs $23,490 — $2000 more than the manual. Sitting beside the Hyundai is the rather more exclusive Lexus LS460. There has been plenty written about 'soulless' Lexus models and while the LS460 may not light the fires of passion, it most certainly pushes the “I'm feelin' special” buttons.There are some technological advances that bewilder more than bedazzle — the eight-gear automatic is one — and there are others that have simple charm, like the superb Mark Levinson sound system.Rear-view camera, supportive and comfortable leather seats with a huge range of adjustments, ample room and a very acceptable V8 engine all add to the attraction.One of the stranger impressions of the LS460, however, is that it is dissociative — only because the level of cabin refinement and noise, vibration and harshness levels are so good that you really do keep checking the tacho to reassure yourself the car is turned on.At a price of $184,874 plus delivery and on-road costs, the LS460 has plenty to live up to.So far, it is doing a sterling job.A rather more modest but none-the-less interesting member of the garage is the Subaru Tribeca. This vehicle is the 'giant' of the Subaru range.It has seven seats, command-drive position and 3.6-litre boxer engine.But its road manners are more akin to a much smaller car.There is much to like about the Tribeca, including its new inoffensive front-end, but there a few issues have come to notice with regular use.To make the third row of seats usable, even for the little tikes, it is mandatory to slide the second row of seats forward. Now, it's good that those seats can be moved but the end result is that both second- and third-row passengers feel the squeeze.The lack of reach-adjustment on the steering wheel has been a notable problem, but certainly not as much as the radio adjustment buttons that sit proud on the steering-wheel spokes and are prone to channel shifting when the wheel travels to full lock.On that subject, at 11.4m, Tribeca has one of the best turning circles of any car its size on the market. 

Pressure is on to deliver safer, less polluting, more economical, cheaper, better performing, better equipped and longer lasting vehicles.It seems almost unachievable but take a look at the new Lexus LS600hL and you will get some idea of where cars are heading in the near future.This is the techno showpiece from the giant Toyota organisation and as its flagship, the big 600 has a bewildering array of features, some useful, some useless.Is it over the top, suffering from technology overkill? In some respects, yes, but we can't keep our heads in the sand forever.Though completely out of the realm of the average Aussie, at $240,000 the LS600hL is actually good value against its direct competitors from Europe, undercutting them by up to $125,000.And, better yet, useful technology in the 600 will gradually filter down to mainstream cars.Take the hybrid-drive system, for example. The complex “engine” comprising of a 290kW, 5.0-litre petrol V8 and two electric motors delivers a total of 327kW and about 600Nm of torque to push the 2.4 tonne 600 with surprising velocity. Normally, this would dictate a hefty fuel bill but in the 600's case, it is capable of attaining a mere 9.3-litres/100km and generate only 210g/km of carbon dioxide.It has a constant all-wheel drive system and an eight-step constantly variable auto transmission with sequential change mode. This has safety and driveability benefits and gives the big 600 quite a sporty feel, enhanced by variable ratio steering and electronic brake assist.Lexus pushes the 600 and other hybrids in its lineup as guilt-free performance and in this sense, the 600 really delivers.But it is weird when you start up because the petrol engine doesn't run. Instead, initial motion is provided by the electric motors powered by the large battery pack in the back of the car.The petrol engine fires up when the accelerator is pushed beyond a certain threshold or speed goes above 40km/h. It shuts off when the car comes to a standstill.This is only scratching the surface of the 600's technology arsenal. It's one of the first cars to have LED headlights (a set of six) and they are also adaptive they turn with the steering.It has what is called intelligent park assist that almost parks the car automatically and the climate control system inside has body heat sensors to minutely adjust interior temperature.The cruise control uses radar to maintain a distance from vehicles in front and the air suspension adapts to any given type of driving or road conditions.All this is very nice but not really necessary.The massage seat in the back (with ottoman) is useless because there is not enough legroom to stretch out.We still haven't figured out the self parking system. If you can't park, you shouldn't be driving. The vehicle has to be stopped to re-program the satnav a major annoyance because the front passenger could do the job on the move.We must have occasionally performed an incorrect start sequence because the “engine” failed to fire a couple of times. The boot refused to open and all doors except the driver's would not unlock using the key fob.There are 11 airbags including knee bags and 19 speakers; on what rates as possibly the best audio and in-car entertainment system I have experienced.There is no doubt that all the goodies inside the 600 are great to experience but working out how they operate is challenging.Boil this car down to its essence and it is definitely impressive.Performance is strong with 0-100km/h sprint taking 6.3 seconds. It whispers along at warp speed in near silence and slices through the atmosphere at an aerodynamically efficient 0.29Cd.The big, handsome limo acquits itself well in sporty driving mode.The boot is ridiculously small due to the battery pack and we can't begin to explain the level of technology inside the engine apart from saying it has direct fuel injection and variable cam timing. 

It’s a lucrative market, and Subaru wants a bigger slice of it for their Forester – the vehicle that pioneered the segment as a crossover 10 years ago. Forester has sold 105,000 here in that time, but apart from a stint as leader in 2006 has mostly been the bridesmaid while competitors like RAV4 take the sales trophy. But now Subaru is making a stated bid to reclaim the crown with a larger, fresher and cheaper third generation line-up. Exchange rates, platform sharing with Impreza and volume — with Australia until recently being the second largest market for Forester behind the US, before being overtaken by Japan with the newcomer — mean that various spec levels will arrive between $1000-$2500 cheaper than the outgoing models. Pricing The base model Forester X has shed $1500, priced now at $30,490 for the five-speed manual (four-speed autos are $2000 more across the range). The XS is $1000 lower at $33,990, as is the XS Premium at $37,490. The manual XT drops $2000 at $38,990, while the auto is $2500 less than the predecessor at $40,990. The top-level XT Premium has trimmed $2400 to hit the market in manual version at $44,990 while the auto is down $2990 at $46,990. Packaging With a more pronounced grille and strongly styled fascia, the new arrival leans more towards SUV cues than the previous wagon-like Foresters. And the strengthened body has also answered the customers’ call for more space. It’s 110mm taller, 60mm wider and 75mm longer on a 90mm larger wheelbase – most of which as been given to the rear passenger and cargo area, while larger openings make for easier access. Overhangs have been shortened slightly for better manoeuvrability and ground clearance has been raised by 20mm to take the X and XS to 220mm and the XT to 225mm, which gives a smidge more leeway but still keeps the Forester in the light offroading category. Drivetrains The 2.5-litre boxer four in the X and XS models brings a 4.1 per cent power boost with 126kW at 6000rpm and a slight rise in torque with 229Nm at 4400rpm. Outputs for the WRX-sourced 2.5-litre DOHC turbocharged four in the XT models – which Subaru is positioning as a `stealth Rex for lad dads’ — remain unchanged with169kW at 5200rpm, but the 320Nm of torque kicks in 800 revs earlier at 2800rpm. There’s no sign of a diesel in the new generation, and while one will arrive in the new Outback next year there are no plans for it to move across to the Australian Forester line-up. It’s a Suby, so drive goes to all four corners and is infinitely variable: changing from 95-front/5-rear bias to 50/50 depending on throttle, load and speed inputs. Transmission choices are a four-speed sequential auto or a five-speed manual with a low range option. A five-speed auto is not available here yet – and there’s no firm word on its future – but Subaru says the four-speed is “significantly different, with improved shift response and timing”. Equipment The base model gets four-speaker audio with controls on the steering wheel, 16” steel wheels with full-size spare and the usual electric bits. Standard safety equipment includes Vehicle Dynamics Control, anti-skid brakes with assistive systems for extreme braking, hill start assist, and front, side and curtain airbags – which inflate even in an offset collision to protect your noggin from rebound off the side windows. So while the bar for crash test stars is rising, the Forester still scores five for occupant safety and three for pedestrian. On the creature comfort lists, XS adds front foggies, 16” alloy wheels, automatic airconditioning, stacker and two more speakers with the MP3 audio system and a retractable rear tray with cupholders. The XT gets bonnet scoop, integrated rear spoiler, 17” alloys and auto-levelling xenon headlights with pop-up washers. Premium packs on XS adds leather upholstery with eight-way power on the driver’s seat and sunroof while on the XT you also get touchscreen nav system with DVD/CD player and Bluetooth compatability. Workload The weight penalty is 80kg more on the X and XS models, while the XT has gained between 30-35kg depending on fit-out. This has probably undermined fuel economy improvements, but the manual turbo still manages a significant 7.8 per cent benefit (and the auto 5.4 per cent) at 10.5L/100km each while the base engine with manual trims 3.1 per cent at 9.3L and the auto comes down 1 per cent at 9.6L. Towing capacity remains at 1400kg, which is still useful for a lot of boaties and horse people. And the larger cargo ability could be attractive for the active family vote that Subaru is bidding for. The Forester’s best month ever was 1688 in June 2005 – around the time a deal was done with Europcar — but it generally averages about 1000 per month, which they’d like to see lift to 1100 with the new model. On the road The interior is noticeable larger, with the cargo bay and rear seat leg squeeze that plagued previous models having been pretty well solved, and back passengers are treated even more with reclining seats. The swooping dash lines that are spreading across the Subaru range smarten up the cabin, but while the gunmetal version of the alloy-look plastics looks okay – as long as it wears well – the paler one a poor imitation, and the mock woodgrain/taupe leather combination is well outside the stated `young families’ target market. They’re more likely to appreciate the cobalt and purple graphics on the instruments, especially under the vodka bar blue ambient lighting. There’s good visibility, particularly to the rear – a rarity with most vehicles in the SUV category – and its now much easier to find a comfortable driving position with reach joining the tilt adjustment on the steering column. The versatile centre console in the auto versions can be switched around for a range of storage needs, and can happily take large drink bottles – although normal sized ones tended to rattle around in the caddy. While the turbo (as expected) spat out plenty of energy for the job with a flat torque delivery across the range, the natural breather was no slouch either when hitched to the five-speed manual. Smaller wing mirrors mean less wind rush, although one of the test cars developed an irritating whistle in the passenger side mirror. There’s also less wind noise from the redesigned roof rails and around the A-pillars, making for a quieter cabin overall. Despite being larger and heavier, the dynamics are still there. It doesn’t behave exactly like a sedan, but the slug-like personality of the true SUV never appears. Lower-mounted engines and transmissions give a better centre of gravity and what you get is signature Subaru grip and balance. The ESP appeared a lot earlier in the auto XT model — stepping in every few minutes over a gravel road, while the manual XS over the same stretch only coaxed it out twice — which Subaru says is down to differences in suspension bushing and tyres. We didn’t encounter any terrain that begged for the low range offered with manual transmission, but the previous model was always capable on a beach fishing track and the like. And the compact SUV is these days more of an urban dweller anyway. Inside View Subaru Forester Price: from $30, 490 Engines: 2.5-litre horizontally opposed boxer four-cylinder (126kW@6000rpm, 229Nm@4400rpm) 2.5 litre DOHC turbocharged four-cylinder (169kW@5200rpm, 320Nm@2800)  Transmissions: five-speed manual with low range, four-speed sequential automatic Drive: constant all-wheel-drive, input-variable from 95-front/5-rear to 50/50      

Luxury car maker Lexus has distinguished its big four-wheel drive from the Toyota LandCruiser 200 on which it is based by installing a bigger V8 petrol engine. The new LandCruiser 200 has a 4.7-litre V8 petrol engine capable of 202kW of power and 410Nm of torque or, at a premium price, a 4.5-litre twin-turbo V8 diesel giving 195kW of power and 650Nm of torque. But the coming Lexus LX 570 version will have a 5.7-litre V8 petrol engine of about 270kW of power and around 530Nm of torque. This is 100kW more than the outgoing LX 470 wagon. The big V8 will run to a six-speed automatic transmission with sequential shift. The new Lexus is for people who want the tops in luxury yet with serious off-road abilities in a big and strong, yet comfortable wagon. And people who can pay for it. The outgoing LX 470 has been listed at $123,000 and we can't see the new one with its extra technology being any less. Although, for the first time, the Lexus LX will be offered in two grades of trim so buyers who don't want all the gadgets don't have to pay. Each version will have 10 airbags and vehicle stability system. The upper-grade model will have a wide-view front-and-side camera monitor to help in parking and easing through off-road obstacles. A crawl control introduced on the latest LandCruiser 200 also will go into the LX. It helps when driving over rough surfaces by allowing the driver to forget about accelerating or braking, while concentrating on steering. The upper model might even have a power-opening and closing tail gate, commanded by the key fob and a cabin switch. It will have adjustable height suspension, giving 225mm ground clearance, 31-degree approach angle and 23-degree departure angle in the top setting. Expect the 5.7-litre engine in a big, heavy car to get through petrol. It has a 93-litre tank.

And one could say the same about removing a $134,900 luxury car from the comfort of North Shore roads or the stretching highways in-between weekend getaways and relocating it to, of all places, a race track.But last week I hit Eastern Creek Raceway in the graceful new Lexus GS 460, as the first Australian journo to drive one.And I was pleasantly surprised to find it quickly adapted to what initially seemed to be a foreign setting. Underneath the cover of elegance and prestige, otherwise known as the body, sits a refined 4.6-litre V8. The 460 supersedes the previous GS 430, adding an extra 300 cubic centimetres to the mix. This means the face-lifted GS is able to extract an extra 47kW and 43Nm of torque from the engine, with a textbook impressive 255kW of power and 460Nm of torque.The figures alone are enough to get you reasonably excited meeting those V8 performance expectations. But with its quiet nature and more conservative appearance, I didn't expect it to be as poised and enjoyable as it proved to be.On arrival at the track, I quickly donned a helmet and jumped in the passenger seat as my instructor for the day, four-times Australian champion and racing veteran of 20 years, John Bowe, showed me the ins and outs of the track.From the passenger seat, it was a smooth ride all the way as Bowe threw it quickly into the corners and hit even quicker speeds on the straight. Then it came my turn to play. Planting my foot showed the acceleration was quick to react, its official zero to 100km/h time reading 5.8 seconds. Hitting the straight, and with some encouragement from my co-pilot, it wasn't long before I was up to 200km/h, the GS 460 reacting in a controlled but thrilling way.The well-mannered Lexus followed demands into each turn and came out of them without a hitch — very agile around the bends. Most of the power hits at 6400rpm and it doesn't take long for the revs to rise.Looking at the car, and even when gliding around the track, it's easy to imagine the soundtrack for this model would be something like Beethoven, with the occasional Metallica riff thrown in just to remind you it knows how to release its inner devil.After a few laps, I strangely noticed a cold breeze coming through my jeans from the seat.A little concerned, I quickly enquired as to what the problem was, only to be told that as well as the heating you expect in such cars, it also has a “cooling function.”So with my legs at a comfortable temperature, my back and rear-end cushioned with the sophisticated suspension and a new eight-speed auto transmission giving a wide spread of ratios, the luxury sedan did its best to show off its sporting character.With stability control switched on, it was put to work on some corners, although it was in no way intrusive, while quick to correct your line and keep you on the straight and narrow.There are paddles on the steering wheel for the real racing enthusiast but the auto mode worked just as well. The GS 460, along with the other models in the range, gets some new styling cues as well as the updated engine, giving it a more aggressive stance. It has a new grille, a lower air intake and the front and rear bumper bars have had some work. It's not a big change, but enough to give it some added style.The mirrors and door handles get the treatment, and the wheels are new five-spoke alloys. It's not all just for looks. All the changes provide an aerodynamic advantage and reduced wind noise.To round off my afternoon, it was back to the role of passenger as Bowe took me on a couple of last hot laps of the track. This time, there was no holding back as he quickly exceeded my 200km/h display. He pushed the car to the limit, showing what it was capable of in the hands of an expert. So if one does manage to give into squealing tyres and the need for speed away from the GS 460's comfort zone, it's nice to know that it's up to the challenge. SnapshotLexus GS 460 Price: $134,900Engine: 4.6L/V8, 255kW/460NmTransmission: 8-speed autoEconomy: 11L/100km 

Overshadowed by the volume-selling IS sedan and larger, lavishly equipped LS sibling, Lexus is now focusing on the GS.A revised GS range has just been unveiled at the Detroit Motor Show and arrives here in time for the Melbourne Motor Show.The big changes are under the skin, though the car does get a mild cosmetic makeover.The big news is the flagship GS gets the same 4.6-litre V8 as the range-topping LS sedan. The GS460 develops 255kW at 6400 revs and 460Nm at 4100 revs. That's 47kW and 43Nm more than the 4.3-litre GS430, which it replaces.The GS300 and GS450h carry over.Lexus Australia chief executive John Roca says the power gains bring the range-topper in line with the performance of the GS450h.However, compared with the LS460, power and torque are down in the GS460 because it misses out on the LS's direct-injection system.The V8 does share its eight-speed automatic transmission with the LS, which is lighter and more compact in the GS than the six-speed automatic it replaces.Despite the reduced power, the 4.6-litre in the GS is no slouch, hitting 100km/h in 5.8 seconds and reaching a top speed of 240km/h.Roca says apart from improved engines, the sedan gets some small visual tweaks.On the outside there is a chrome grille surround, new integrated indicators in the door mirrors and new alloys.Both bumpers have been restyled.The GS 450h gains several styling cues from other Lexus hybrids, relating to badging and hybrid blue highlights.Inside, audio and telephone controls on the steering wheel have been revised and the boot and fuel filler releases have been moved outside the drop-down switch module.All models now have an input jack for portable music players.For added security, the doors have an automatic locking function triggered when the vehicle is on the move.Roca says GS sales stalled last year, in part because the car was in run out mode.“We will refocus on improving the GS's share this year,” he says.GS sales were down 21 per cent last year, compared with 2006, while overall Lexus sales were up 14.5 per cent.The IS250 remains the best seller in the range, accounting for about half of sales.GS pricing is expected to be decided next month.Roca hopes to hold prices at current levels. That means the entry GS300 Sports should stay close to $95,000 and the new 4.6-litre V8 GS460 about $138,000. 

Picture this. You're driving along the motorway. The Lexus you are travelling in purrs, whisper quiet. It looks good, too, good enough to draw admiring glances. Up ahead the storm clouds gather and it is not long before the first drops of rain spot the windscreen. The wipers come on automatically. The kilometres rush by and as darkness begins to fall, the car's xenon lights flick on automatically, dipping briefly before coming to rest. There's still a long way to go, but not wanting to get a speeding ticket, you wisely decide to engage cruise control. A digital readout tells you the car's speed is locked to 110km/h and that's where it will stay, unless you are forced to brake for a slow moving vehicle. You have programmed your destination into the car's on-board satellite navigation system, so there's no need to worry about when to turn off or, for that matter, finding the street the 'satnav' will tell you. Ahead a car decides it has had enough of life in the slow lane and suddenly moves out into the lane ahead. Before you have time to react the car does it for you, slowing to match the speed of the vehicle ahead. A couple of minutes later the vehicle returns to the left hand lane and your car's speed climbs automatically back to 110km/h. It's called active cruise control and it is made possible by the in-built radar that scans the road ahead and reacts if any objects move into its path. To while away the hours you turn on the 5.1 Mark Levinson sound system. It's got 14" speakers and sounds better than the hi-fi set up in the lounge room at home. Although the “rels” live almost 800km away, you will probably make it on one tank of fuel. That's because this car is an energy-efficient hybrid and runs on a combination of petrol and electricity, storing the energy normally lost during braking. But it's not like any hybrid that you have driven before, because this car really gets up and goes, with a combined output of 254kW. The drive train consists of a 3.5-litre V6 and a 650-volt electric motor. The latter produces 147kW alone. Power is delivered to the rear wheels through a state-of-the-art continuously variable automatic transmission that doubles as a six-speed manual. The dash from 0-100km/h takes 5.9 seconds and it uses just 7.9 litres/100km. If your route takes you over dirt roads, you can switch from sport to comfort setting using the electronically modulated suspension system. In the unlikely event of an accident, the car is fitted with pre-collision lock down system along with 10 airbags. Parking is a snack too, with front and rear distance sensors and a rear view camera. It doesn't get much better than the Lexus GS450h. It's a wonder the car isn't able to park itself. But then Lexus's flagship LS 600hL can lay claim to that feat. The GS450h is priced from $124,900 and Lexus has just released an updated model.

Overshadowed by the volume-selling IS sedan and larger, lavishly equipped LS sibling, Lexus has turned its attention to the GS.A revised GS range has just been unveiled at the Detroit Motor Show and arrives here in time for the Melbourne Motor Show.The big changes are under the skin, though the car does get a mild cosmetic makeover.The big news is the flagship GS gets the same 4.6-litre V8 as the range-topping LS sedan. The GS460 develops 255kW at 6400 revs and 460Nm at 4100 revs. That's 47kW and 43Nm more than the 4.3-litre GS430, which it replaces.The GS300 and GS450h carry over.Lexus Australia chief executive John Roca says the power gains bring the range-topper in line with the performance of the GS450h.However, compared with the LS460, power and torque are down in the GS460 because it misses out on the LS's direct-injection system.The V8 does share its eight-speed automatic transmission with the LS, which is lighter and more compact in the GS than the six-speed automatic it replaces.Despite the reduced power, the 4.6-litre in the GS is no slouch, hitting 100km/h in 5.8 seconds and reaching a top speed of 240km/h.Roca says apart from improved engines, the sedan gets some small visual tweaks.On the outside there is a chrome grille surround, new integrated indicators in the door mirrors and new alloys.Both bumpers have been restyled.The GS 450h gains several styling cues from other Lexus hybrids, relating to badging and hybrid blue highlights.Inside, audio and telephone controls on the steering wheel have been revised and the boot and fuel filler releases have been moved outside the drop-down switch module.All models now have an input jack for portable music players.For added security, the doors have an automatic locking function triggered when the vehicle is on the move.Roca says GS sales stalled last year, in part because the car was in runout mode.“We will refocus on improving the GS's share this year,” he says.GS sales were down 21 per cent last year, compared with 2006, while overall Lexus sales were up 14.5 per cent.The IS250 remains the best seller in the range, accounting for about half of sales.GS pricing is expected to be decided next month.Roca hopes to hold prices at current levels. That means the entry GS300 Sports should stay close to $95,000 and the new 4.6-litre V8 GS460 about $138,000. 

High-efficiency engines, diesels and hybrids — which have a small petrol engine assisted by an electric motor — are in the spotlight as buyers switch to smaller and smarter cars to avoid being slugged at the petrol bowsers.Small four-cylinder cars with engines around 2.0 litres have become by far the biggest-selling group, and the smaller light-car class — mostly 1.6 litres — is on track to out-sell large cars this year.New diesel models from several brands have been unveiled at the motor show.With the focus on fuel economy, demand for hybrid-engined cars continues to increase. The most economical car on sale is the hybrid Toyota Prius (4.4 litres per 100km), followed by the diesel Citroen C4 (4.5 litres) and Honda Civic Hybrid (4.6 litres).Hybrids have reached the luxury league, with upmarket brand Lexus demonstrating the self-parking system of its $233,000 LS600hL sedan.The 10-day motor show comes as the Australian Competition and Consumer Commission issues a stern “please explain” to oil companies over recent high petrol prices.ACCC chairman Graeme Samuel last week said; “We're bewildered by the fact that they're just so insensitive to community anger and outrage at this sort of situation.”As fuel economy becomes a must-have for many car buyers, the RACQ has made “going green” the theme for its motor show stand.Club staff are advising showgoers on how to save money and help the environment when buying and driving a car, compare vehicle technologies and understand fuel consumption labels.On the stand is the most economical car at the show, running on solar power instead of petrol. It is the University of Queensland's UltraCommuter entrant in last year's World Solar Challenge run from Darwin to Adelaide.Dana Di Labio, 19, from Murrumba Downs in Brisbane's north, said she would consider buying an environmentally friendly car.“Although they are a little bit more expensive, in the long term you save money on fuel, and it puts your mind at rest to know you're doing something for the environment,” she said.RACQ general manager for external relations Gary Fites said; there was no immediate relief in sight for Queensland motorists hit by petrol prices which have doubled over the past decade, while the consumer price index has gone up 30 per cent.Bowser wowsers RACQ tips for money-saving motoring: When buying a car, choose the smallest and most fuel-efficient model that suits your needsCompare fuel consumption informationConsider the lower fixed, annual and operating costs of owning a smaller carWhen your household has more than one car, try to use the more fuel efficient car for most travelChoose local, close destinations where possiblePlan your journeys and activitiesAvoid driving in peak hour congestion if possibleWalk, cycle or take public transport where possibleWhere safely possible, cruise at a reduced speedMinimise accelerating and brakingChange up through the gears as soon as practicalUse airconditioning only when necessaryDon't warm up or idle your engineFill your fuel tank only to the first click of the nozzleKeep your tyre pressure up to the recommended figureRemove unnecessary weight and roof racksService your car regularlyFor more information on fuel economy. 

The Lexus range in Australia could be expanded with a range of go-faster F products similar to the ones used to create the IS-F V8, which will hit showrooms in the back end of 2008.Lexus of America has moved deeply into dress-up and go-faster parts for the IS and GS sedans, including special alloy wheels, upgraded and ceramic brakes, sports exhausts, suspension parts, clutch and shift upgrades.The parts have been designed and developed by TRD in the US and are on the wish list for Australia.“We're definitely looking at the F-Sport range,” Lexus Australia boss John Roca says. “I think it will go well to boost the image of the IS in Australia. It's something we will probably source from the US.”The F-Sport parts are similar to AMG and M sport pieces produced by BMW and Mercedes-Benz, and come in signature blue, similar to the colour used on the original IS-F show car in Detroit last year (shown above) and also for the badges on the production model of the IS-F.