2000 Lexus LS Reviews

Warning luxury SUV drivers. The following article contains words and images that may disturb some readers. You see, we did something that many owners of luxury “soft-roaders” would never contemplate. We actually took the vehicle off road. After all, the Lexus RX400h is classed as a Sports Utility Vehicle: sports meaning sporty I suppose, and it has a bit of that about it, because it looks sharp and goes great, and utility meaning all-rounder I would imagine. OK, you wouldn't throw your tool box in the back, or haul a bogged cow from one paddock to another, but sport and utility surely mean that this vehicle is meant for fun and that means getting off the beaten track occasionally. When I first learnt that I was taking the new RX400h for this trip, I logged on to the Lexus website to get a brief rundown on what I could expect when I got behind the wheel. What really grabbed my attention, though, were the options, it didn't have any. This car has everything as standard; there's power everything, heated leather seating, sat-nav, a DVD system, dual climate-control airconditioning, airbags everywhere and the list goes on and on. But what sets this vehicle apart from its rivals in the luxury SUV class, is its hybrid drive system. It really is a wonderful piece of technology. In a nutshell, it has a 3.3-litre V6 petrol engine, supplemented by three electric drive motors (two up front, one in the rear). Using electrical energy generated by the petrol motor, it then powers the two electric front motors, and when needed, the rear electric motor, for a combined output of 200kW. The really cool part is that even when you hit the brakes, the Regenerative Braking system captures the kinetic energy, which is normally wasted. This energy is then converted into electrical energy, which is used to charge the battery. Confused? The real benefits are the excellent fuel consumption and much lower engine emissions compared with normal petrol and diesel drivetrains. In the nearly 700km of combined urban highway and dirt road bashing that we undertook on this mission, it drank an average of about 10 litres per 100km, which is very impressive for a two-tonne car. Yes, that's a lot of car, especially for what is essentially a mid-sized SUV. For just under $100,000, you would expect plenty as well. As with all Lexus vehicles, everything is done well. But despite all the bling of this car, I didn't find myself overwhelmed by the fact I was in a $100,000 luxury car. The leather seats were comfortable, but slippery and unsupportive on tight cornering. The handling was adequate, and the ride was smooth and quiet, but hardly sporty. Dials and instruments were all user-friendly and accessible. The sat-nav system was very functional but took some getting used to. Once on the open road though, the RX400h was at its best. Fuel consumption plummeted and, when required the V6 had plenty to spare, with effortless overtaking. When we hit the well-maintained dirt roads just out of Canberra, the RX400h remained comfortable and able, although we did notice some rear-wheel loss of traction at times. This car had road tyres fitted, so better-gripping all-rounders may have made all the difference. The Brindabellas make the drive well worthwhile. If you plan to stay the night, there are many popular camping spots on the approach to Wee Jasper. Banjo Paterson part-owned a property on the banks of the lovely Goodradigbee River, so his children could get a taste of country life. We also decided to set-up camp next to the river at Billy Grace Reserve. Equipped with hot showers, flushing toilets and a hospitable ranger who cut wood for our fire, which was needed. From the reserve it is only a short drive to the village itself. Here you can find a tavern and general store that serves the 100-odd residents, and trailer loads of holiday campers who flock to this pretty town bordering the Burrinjuck Dam to fish, camp, swim and waterski. We decided to visit Carey's cave, just out of town. This is a magnificent limestone system dating back about 40 million years. So back to the Lexus. Being the only AWD available in Australia, it's a compelling argument for purchase if you have a spare $100,000 and require all the extras. But most of the “luxury” items were simply unnecessary and if something in this vehicle's array of extras were to go on the blink, then it could be catastrophic.

Other brands before it have taken on a sideline of “hero car” models where sports looks and high performance earn the brand extra status. Lexus can make this move with justification: Lexus cars do race in various categories overseas, including at the famed Japan Fuji Speedway. And it's that first letter, F, that will mark the Lexus premium performance vehicles. First car in Australia, in about a year, will be the IS-F based on the existing compact IS250 which now has a 2.5-litre V6 engine delivering 153kW of power. The IS-F hot version will be aimed at European performance sedans. There's even talk of it running a five-litre V8 of 300kW, an eight-speed transmission (from the LS460 flagship saloon, perhaps) and limited slip differential to get better power to the ground. Lexus Australia manager John Roca says the IS-F signals the expansion of the Lexus range outside its traditional luxury-vehicle segment. “This IS-F is the embodiment of performance,” he says. “Just by looking at the vehicle, you know that it is something special. It will be the ultimate in performance cars and Lexus's first performance-specific model.” Lexus sister brand Toyota is about to release its performance version here, the TRD Aurion - the V6 has been supercharged to give a predicted 235kW of power. Holden performance arm HSV is doing well in sales while Ford has its Ford Performance Vehicles (FPV) and Mitsubishi is preparing a supercharged 380 V6, with 230kW of power being suggested.  

Mercedes and BMW have luxury-loaded battle wagons for $300,000-plus. Suzuki's local headliner is the Grand Vitara four-wheel-drive and Proton has to get by with the Gen.2 baby hatch. But there is no flagship quite like the new Lexus LS. Australia has just had details of the new V8 Lexus LS460 but, barely a week later, it has been overtaken by a car called the LS600hL. It is a serious, tick-all-the-boxes headliner for Lexus, for Japan, and for hybrids. Lexus has gone all the way with its commitment to petrol-electric hybrids by creating the first flagship of any brand that has a green footprint. It is still more than two tonnes and the fuel economy is never going to rival a diesel-engined Peugeot 207, but it is a huge commitment by Toyota as it overtakes General Motors as the world's largest carmaker. The LS600hL — cryptic for 6.0-litre performance, hybrid drive and long wheelbase — will reach Australia in a couple of months. The price should be in about $240,000, based on the $184,900 of the LS460. Final details are being decided, but the car will have incredible luxury and technology, from a self-parking system to LED headlamps, a device that monitors driver fatigue, and even a reclining rear passenger seat with shiatsu massager. On the hybrid front, Lexus has gone all-out with a 5.0-litre V8 with battery-electric booster, all-wheel drive and a constantly variable transmission that can mimic an eight-speed manual. “This car is the symbol of the Lexus brand. It is like a president or the chairman of a company, not just responsible for itself, but for everyone in the group,” chief engineer of the LS hybrid Osamu Sadakata says. “When conceiving the 600h, we didn't set out to build a hybrid car. First we thought about the level of performance and social responsibility required for a premium car. Then we started thinking about what kind of powertrain we needed. The answer was the hybrid.” Sadakata says the new LS has the performance to match a V12 petrol limousine, with the fuel economy and CO2 emission of a V6. That means a 0-100km/h sprint of 6.3 seconds, a limited top of 250km/h, and a claimed combined fuel economy of 9.3 litres for 100km. In some ways the arrival of the 600h is a return to the start for Lexus, which broke the mould in 1989 with its original LS flagship. The question is how many customers will want the car, and if so, as a green machine or for the gadgets. Lexus Australia is forecasting sales of five to 10 cars a month, or about half the volume of the regular LS460, and is still working on the final price and specification. It intends to sell it as a regular five-seater and with the four-seat cabin that is compulsory with the shiatsu recliner — which crimps front-passenger space — but is not sure of the breakdown. But all will have the long-wheelbase body, which puts an extra 120mm into the rear-passenger space. “It will be almost a built-to-order car,” Lexus Australia sales operations manager Andrew Caie says. “It's a toe-in-the water for us. A lot of LS buyers have been lining up for the car, so it will take a while to clear those before we go out to new buyers.” Caie is not firm on final details because of the price and position of the 600h. “The planning volume is not really huge. That's one of the reasons we have not locked everything down. “We aren't going to go out and sell thousands. This is a very different perspective even from the LS460.” But he does confirm the LS600hL will be the first Lexus over the $200,000 mark. “We probably have a few months before we know the final price.” The bottom line will include leather seats, twin DVD screens, 19-speaker sound, 17-inch alloy wheels, four-zone automatic airconditioning, a rear cooler bin and safety gear ranging from front/curtain/knee airbags, an airbag to stop rear-seat passengers sliding into the footwell in a serious crash, a pre-crash system, radar cruise control and a fully integrated vehicle dynamics system including stability control, anti-skid brakes and adaptive air suspension. On the road THE LS hybrid creates a sensory overload. There is so much technology, so much luxury, it is difficult to know where to start. It is easy to slide into the reclining shiatsu massager and fire up a DVD for relaxation, or talk to the Japanese engineers to hear the inside story of the engine and transmission and all-wheel drive. But it all fades to background when I crank the speedometer towards 240km/h on a German autobahn arrowing out from Frankfurt — the obvious choice for the preview, because it is Benz-BMW-Audi home ground — and submerge in the luxury, the quiet, the refinement and the surprisingly good driving experience. The long-wheelbase LS is the best car Lexus has created, as expected. It has cracking performance, is stable and responsive in corners, is supremely quiet, and has every luxury trinket possible. It does not have the personality of a BMW or Benz, but Lexus has always gone softly to avoid offending potential owners. And it wants people to choose their car for different reasons. So to the hybrid drive. The LS is electric-car quiet around a carpark, but there is no mistaking the howl of its 5.0-litre V8 when I sink the foot on a wide-open autobahn. Or the stop-light potential of a total package that delivers a combined 327kW and 820Nm. The LSh will also drop down to about 8 litres for 100km on a gentle cruise and, despite its heft, Lexus says its CO2 output is lower than the regular 460. There is so much in the 600h that I could write a book about the technology and frame an essay on how it feels and drives and responds. It is enough to say that it is the world's most techno-driven car and it delivers everything wanted from a Lexus flagship. Does the world need a car such as this? Probably not, but I said much the same thing when Lexus introduced the original LS and when Toyota unveiled its first Prius hybrid. Those cars started something new and there is every chance the LS600hL will be carving out fresh territory and previewing technology that will eventually be as common as electric windows are in today's economy compacts.   Fast Facts: LEXUS LS600hL ON SALE: September PRICE: Estimate $240,000 ENGINE: 5.0-litre V8 engine with series/parallel hybrid drive, 650-volt electric motor and nickel-metal hydride battery POWER: 327kW combined (290kW at 6400 revs, V8 only) TORQUE: 800Nm combined (520Nm at 4000 revs, V8 only) TRANSMISSION: Eight-speed constantly-variable automatic, all-wheel drive WEIGHT: 2320kg FUEL ECONOMY: 9.3 litres/100km (claimed combined) CO OUTPUT: 219g/km (claimed combined)

Symbolism is rarely something car companies worry about on a model launch. But executives from Toyota's luxury Lexus division chose the 92nd floor of Melbourne's $500 million Eureka Tower to unveil its LS460. The skyscraper's height and commanding presence over the city was a metaphor for the expected sales dominance of this new Lexus in the upper luxury segment. The LS460 this week also won the World Car of the Year award for 2007 — so expectations are right up there. With a price tag of $184,900, it's likely to cause some headaches for its European rivals, notably the Mercedes-Benz S-Class and BMW's 7 Series. The LS460 is a fourth-generation development of the LS400, launched here in 1990. And, like the original, which was priced way below its European rivals but packed with gear, the newcomer costs between $19,000 and $69,000 less than its competitors. There are no options. What you see is what you get: an equipment list that would put the likes of BMW and Mercedes-Benz to shame. There are 10 airbags, adaptive air suspension, an eight-speed automatic transmission (a world-first for a passenger car), a 19-speaker Mark Levinson sound system, keyless entry, four-zone climate control, a rear DVD player, heated and air-cooled seats, and enough leather and wood to satisfy the fussiest luxury-car buyer. Naturally, there are also active safety features such as Lexus's vehicle dynamics integrated management system, which covers traction control and vehicle stability, ABS, electronic brake force distribution, electro-hydraulic brakes and the variable-ratio electric power steering. Apart from its standard equipment, the LS460 is new from the ground up, including the chassis, suspension, engine, driveline and sharper steering. It's powered by a 4.6-litre VVT-i V8 that develops 280kW at 6400rpm and 493Nm at 4100rpm. This smooth engine delivers an electronically limited top speed of 250km/h, a zero-to-100km/h sprint time of 5.7 seconds and a combined fuel economy figure of 11.1litres/100km. Lexus says an eight-speed sequential automatic was needed to cope with the LS460's torque and provide improved acceleration at low speeds. In reality, it's one-upmanship. Many six- or seven-speed autos cope just as well with similar torque outputs. Regardless, this transmission, as you would expect from Toyota, is a work of art. It's the same size as the previous-generation LS430's six-speed auto, yet its alloy casing is 10 per cent lighter, 30 per cent stronger and weighs just 10 per cent more than the six-speeder. When the car is driven gently, eighth gear will lock up at 80km/h. Lexus delayed the LS460's local launch so air suspension could be a standard fitting. It had originally planned to release the car last year with a conventional steel-spring suspension. As well as the trick multi-link aluminium front and rear suspension and a “vehicle posture control system”, the suspension uses state-of-the-art monotube dampers. The posture system reduces body roll by a claimed 30 per cent, as well as alleviating the inherent pitching associated with a conventionally sprung car. Visually, the LS460 adopts an evolutionary approach almost identical to the styling of the Lexus concept car shown at the 2005 Tokyo Motor Show. That car showed off Toyota's “L-finesse” design strategy for the Lexus brand. Like the IS and GS, the LS has a bold family look and sleek styling. The LS460 is 5mm longer, 45mm wider and has a 45mm longer wheelbase than the LS430 and has a 1610mm front and 1615mm rear track. We've often thought of the Lexus LS430 as a brilliantly built car, but a touch too clinical. Granted, it did everything that was asked of it — some things extremely well. But, as a thoroughly entertaining driver's car, it just missed the mark. That's why BMW, Mercedes-Benz and even Audi had no cause for concern over a Lexus challenge to their dynamic superiority. Cachet is one thing, but bragging rights at the golf club are also important when you buy a luxury car. With the arrival of the LS460, the Germans can no longer look down their Teutonic noses at the Japanese newcomer. A new V8, the three-mode air suspension and more responsive steering have elevated and improved the LS460 to the point where it is a serious contender in the luxury-car segment. Its steering is still a tad light for our liking, but that silky V8, the seamless eight-speed gearbox and those suspension refinements mean this big sedan's overall composure is vastly better than that of the LS430. The air suspension has a lot to do with that. It irons out corrugations, reduces body roll and maintains a level attitude even pushing through hairpin turns. Be wary, though: this Lexus is something of a wolf in sheep's clothing. Floor the accelerator, and the V8's muted growl will propel it — and you — into trouble as the speedo surges into the danger zone beyond 110km/h. Thankfully, there's radar cruise control to keep LS460 drivers on the right side of the law. The LS460 looks more agile and sporty than the upright LS430, with a smoother grille and a Japanese take on the 7 Series-style rear end. Some buyers may like a little more chrome to distinguish their six-figure purchase, though. The newcomer has but 400 litres of boot space versus 573 litres of the LS430. It seems the new-fangled rear air conditioning system takes up the extra room. In the cabin, everyone is suitably pampered with acres of leather and wood, a superb sound system and plenty of space. Large and small folk alike will be able to find an agreeable position behind the wheel. Attention to detail is also outstanding. Like the way the insides of the doors are finished in moulded grained plastic, the subtle lighting of the “Lexus” name on the door sills, or the neat flange along the sills that stop mud and grime marking your pants. The LS was always a well-built car. Now it can run with the luxury pack.

The skyscraper's height and commanding presence over the city was a metaphor for the expected sales dominance of this new Lexus in the upper luxury segment. The LS460 this week also won the World Car of the Year award for 2007 — so expectations are right up there. With a price tag of $184,900, it's likely to cause some headaches for its European rivals, notably the Mercedes-Benz S-Class and BMW's 7 Series. The LS460 is a fourth-generation development of the LS400, launched here in 1990. And, like the original, which was priced way below its European rivals but packed with gear, the newcomer costs between $19,000 and $69,000 less than its competitors. There are no options. What you see is what you get: an equipment list that would put the likes of BMW and Mercedes-Benz to shame. There are 10 airbags, adaptive air suspension, an eight-speed automatic transmission (a world-first for a passenger car), a 19-speaker Mark Levinson sound system, keyless entry, four-zone climate control, a rear DVD player, heated and air-cooled seats, and enough leather and wood to satisfy the fussiest luxury-car buyer. Naturally, there are also active safety features such as Lexus's vehicle dynamics integrated management system, which covers traction control and vehicle stability, ABS, electronic brake force distribution, electro-hydraulic brakes and the variable-ratio electric power steering. Apart from its standard equipment, the LS460 is new from the ground up, including the chassis, suspension, engine, driveline and sharper steering. It's powered by a 4.6-litre VVT-i V8 that develops 280kW at 6400rpm and 493Nm at 4100rpm. This smooth engine delivers an electronically limited top speed of 250km/h, a zero-to-100km/h sprint time of 5.7 seconds and a combined fuel economy figure of 11.1litres/100km. Lexus says an eight-speed sequential automatic was needed to cope with the LS460's torque and provide improved acceleration at low speeds. In reality, it's one-upmanship. Many six- or seven-speed autos cope just as well with similar torque outputs. Regardless, this transmission, as you would expect from Toyota, is a work of art. It's the same size as the previous-generation LS430's six-speed auto, yet its alloy casing is 10 per cent lighter, 30 per cent stronger and weighs just 10 per cent more than the six-speeder. When the car is driven gently, eighth gear will lock up at 80km/h. Lexus delayed the LS460's local launch so air suspension could be a standard fitting. It had originally planned to release the car last year with a conventional steel-spring suspension. As well as the trick multi-link aluminium front and rear suspension and a “vehicle posture control system”, the suspension uses state-of-the-art monotube dampers. The posture system reduces body roll by a claimed 30 per cent, as well as alleviating the inherent pitching associated with a conventionally sprung car. Visually, the LS460 adopts an evolutionary approach almost identical to the styling of the Lexus concept car shown at the 2005 Tokyo Motor Show. That car showed off Toyota's “L-finesse” design strategy for the Lexus brand. Like the IS and GS, the LS has a bold family look and sleek styling. The LS460 is 5mm longer, 45mm wider and has a 45mm longer wheelbase than the LS430 and has a 1610mm front and 1615mm rear track. We've often thought of the Lexus LS430 as a brilliantly built car, but a touch too clinical. Granted, it did everything that was asked of it — some things extremely well. But, as a thoroughly entertaining driver's car, it just missed the mark. That's why BMW, Mercedes-Benz and even Audi had no cause for concern over a Lexus challenge to their dynamic superiority. Cachet is one thing, but bragging rights at the golf club are also important when you buy a luxury car. With the arrival of the LS460, the Germans can no longer look down their Teutonic noses at the Japanese newcomer. A new V8, the three-mode air suspension and more responsive steering have elevated and improved the LS460 to the point where it is a serious contender in the luxury-car segment. Its steering is still a tad light for our liking, but that silky V8, the seamless eight-speed gearbox and those suspension refinements mean this big sedan's overall composure is vastly better than that of the LS430. The air suspension has a lot to do with that. It irons out corrugations, reduces body roll and maintains a level attitude even pushing through hairpin turns. Be wary, though: this Lexus is something of a wolf in sheep's clothing. Floor the accelerator, and the V8's muted growl will propel it — and you — into trouble as the speedo surges into the danger zone beyond 110km/h. Thankfully, there's radar cruise control to keep LS460 drivers on the right side of the law. The LS460 looks more agile and sporty than the upright LS430, with a smoother grille and a Japanese take on the 7 Series-style rear end. Some buyers may like a little more chrome to distinguish their six-figure purchase, though. The newcomer has but 400 litres of boot space versus 573 litres of the LS430. It seems the new-fangled rear air conditioning system takes up the extra room. In the cabin, everyone is suitably pampered with acres of leather and wood, a superb sound system and plenty of space. Large and small folk alike will be able to find an agreeable position behind the wheel. Attention to detail is also outstanding. Like the way the insides of the doors are finished in moulded grained plastic, the subtle lighting of the “Lexus” name on the door sills, or the neat flange along the sills that stop mud and grime marking your pants. The LS was always a well-built car. Now it can run with the luxury pack.

Experts say hybrid-engine technology could be available in the Holden Commodore sooner than we think. Recent important developments include: - General Motors in the US announcing it has put a hold on future rear-wheel-drive planning while moving ahead with development of hybrid and electric strategies for its global brands that include GM Holden; - GM Holden confirming it is working on a diesel option for Commodore; - A leading manufacturing expert warning Australian carmakers at a key conference this week they need to expand their focus to smaller and greener cars to survive; - Most overseas car companies expanding their development into alternate-powered cars; - The European Commission unveiling a strategy to make car companies cut carbon dioxide emissions in all new vehicles by 2012, and; - The US Supreme Court ruling that carbon dioxide emissions from cars are subject to the same tough standards as other emissions. GM vice-chairman Bob Lutz says the company is putting a hold on rear-wheel drive projects. “We've pushed the pause button. It's no longer full-speed ahead,” he says. Two of the most important RWD cars in the works are the Chevy Camaro sports coupe, due back late in 2008, and the full-size, RWD replacement for the Chevy Impala sedan for 2009. Both are expected to be huge sellers in the US and contribute profits to GM, which is still burdened by financial woes. “It's too late to stop Camaro, but anything after that is questionable or on the bubble,” Lutz says. The RWD cars will be larger and heavier than front-wheel-drive cars so it comes down to the matter of fuel economy. Or, as Lutz says: “We don't know how to get 30 per cent better mileage (from RWD cars).” That 30 per cent bogey arises from a proposal by the US Government to raise corporate average fuel economy standards by 4 per cent a year so cars will have to average 34mpg (6.9L/100km) by 2017, up from 27.5mpg (8.5L/100km) today. On top of that, the Supreme Court ruled last week that the Environmental Protection Agency can regulate carbon dioxide expelled by cars, a gas that contributes to global warming. The EPA doesn't do so now. GM Holden boss Denny Mooney has confirmed development for a possible diesel option for Commodore but denies a bespoke hybrid development for Holden. Following reports this week that Holden engineers were working on a hybrid system, the company says the development engineering is a GM global program based in North America, driven by a joint venture with DaimlerChrysler and BMW. “We're (GM) doing engineering work on a two-mode hybrid,” Mooney says. “It's our joint venture with DaimlerChrysler and BMW.” Mooney says the expense of hybrid development puts it outside the capacity of individual brands within GM but a global GM hybrid or electric strategy could flow to Australia. Holden has dabbled in hybrid and electric technology with the ECOmmodore which highlighted the use of supercapacitors and lead acid batteries. The work, a joint venture with the CSIRO, centred mainly on maximising stored electric power. In Melbourne this week a leading manufacturing expert and director of the US Centre for Automotive Research, Jay Baron, urged local makers to embrace change. He told the Society of Automotive Engineers conference any failure to reflect the needs of a rapidly changing global market was risky. Although supportive of Australia's carmaking business and its export efforts of both cars and intellectual property, he believes hybrids and smaller cars represent the new growth areas for the next 10 years. Baron was also surprised Australia, with a market of less than one million new cars a year, could sustain four major car manufacturers. “A state-of-the-art high-volume manufacturing plant today has to produce somewhere over 200,000 cars a year,” he says. Locally, Ford, GM Holden, Toyota and Mitsubishi are well under this figure. “If you're not producing that volume, then you are a scaled-down niche plant and being in a niche market right now is risky,” he says. “Rear-wheel drive cars are slowly becoming niche markets. In Australia the question is: Are there enough niche markets out there so that you can supply the world with rear-wheel drive cars? “It's a little bit of a risky future not to be looking at where the growth is and the growth is small, efficient cars and new technologies. “There is a whole family of hybrids coming out that could totally change the market again as they slowly scale up.” The change in car buying values and habits is part of a broader cultural shift in the industry. “In North America we're moving away from sports utility vehicles to CUVs — crossover utility vehicles — and higher mileage vehicles,” he says. “In Australia you're transitioning from rear-wheel drive to small front-wheel drive cars, which tend to be more imported. “So you're experiencing similar problems to those we're having.” Baron was the keynote speaker at the conference, which also featured Holden's executive director of engineering, Tony Hyde, Toyota's vice-president of the Toyota Technical Centre in Melbourne, Max Gillard, and the design director of Ford Asia-Pacific, Scott Strong. Toyota spokesman, David Buttner says the company has no plans to produce smaller cars in Australia, but the development of future hybrids is an important factor for the company, “We are continuously evaluating the opportunities to introduce hybrids into Australia, we are working with all stakeholders including the government to facilitate this development,” he says. Ford spokeswoman, Sinead McAlary says the company is constantly examining ways to improve all aspects, such as fuel economy, but a complete shift in focus may not be possible. “To say the Australian industry should develop small cars or hybrids is not necessarily very practical,” she says. “The Australian market is also not ready for the Australian car industry to be producing hybrids.” McAlary says hybrids only accounted for around 3000 sales last year, which is less than the number of Falcons that Ford produces in one month. She says the technology is expensive and people have to be prepared to buy the vehicles, before manufacturers can change the way they operate. “The market has to be ready for it,” she says. And while car companies feed into the new technology that's already being developed in the US and Europe, McAlary says “our industry is too small for us to develop it by ourselves”. Toyota with the Prius, Honda with the Civic and Lexus with the RX440h and GS450h are the only three companies selling hybrids in Australia, but many manufacturers have displayed concept vehicles. One of the newest overseas manufacturers to create a hybrid is Proton, in collaboration with Lotus. Unveiled at the Geneva motor show, the Proton Gen.2 EVE hybrid concept has a claimed fuel economy figure of just 5.6L/100km — some 28 per cent better than the petrol road-going version. Proton has not revealed whether it is planning to mass-produce the hybrid.

To be launched here later this month, the car was chosen from a list of 28 nominated by journalists from 22 countries including Australia. The announcement was made at the New York International Auto Show. Jurors considered the LS 460 to be “classically luxurious, with modern execution, unquestioned quality and more than ample power”. A green alternative, the LS 600h hybrid will be released later this year. Cars are judged on a number of criteria including styling, quality, performance and safety. The top three contenders were the Lexus, Audi TT and the Mini. The TT won the design award, while Audi's RS4 won the performance car trophy and Mercedes-Benz E320 BLUETEC won the green car award. First winner of the three-year-old award was the Audi A6 in 2005, followed last year by the BMW 3 Series.

Where manufacturers have previously pursued one environmental solution, most are now embracing multiple strategies to the high-profile problem. GM chairman and CEO Rick Wagoner best summed up the industry's new multi-pronged environmental strategy as energy diversity. He referred to alternate energy sources such as electricity, ethanol, biofuels, compressed natural gas, hydrogen and combinations of these working happily together in the same vehicle. Wagoner says GM will also continue to seek improved efficiency from internal combustion petrol and diesel engines and expand its commitment to electric power. GM will introduce a test fleet of 100 hydrogen-powered Chevrolet Equinox fuel cell vehicles in the US this year and 10 in Europe, he says. Other car companies working on alternate powertrain solutions, such as Kia, also pledged to introduce test fleets, particularly for government evaluation. The first of GM's new energy strategies to be introduced in Australia could be the extension of the Saab Biopower range from the 9-5 to the 9-3 model range, including vehicles running on 100 per cent biofuel. GM has also developed a new cleaner turbo diesel V6 engine which could power the new Holden VE Commodore. Wagoner confirmed that the 184kW 2.9-litre Italian-made engine would be compatible with the VE chassis, but he could not confirm its application in the Australian market. A GM Holden spokesman says the company will consider the engine. Mercedes-Benz has started its push to clean up diesel emissions with a detox system called BlueTec. It is claimed to reduce nitrous-oxides (NOX) from the exhaust by up to 90 per cent compared with previous diesels. The German firm has introduced BlueTec in its upper-luxury E320 sedan in the US market and will follow that up with three more models next year. The E320 and the follow-up R320 people mover, ML320 SUV and GL320 4WD will be released in Europe in 2008 and are expected here later in 2008 or early 2009. Volkswagen showed a Passat and a Polo with the technology, the latter capable of a low 102g of CO2 and greatly reduced NOX. Japanese makers are aggressively pushing hybrids. They are led in this by Lexus, which announced it is making more hybrids combining electric motors with petrol engine models than conventional petrol-fuelled vehicles. Geneva launched the Lexus LS600h luxury saloon that it claims has the power of a V12 with the economy of a V6. It has a V8 petrol engine combined with an electric motor to deliver 327kW. Yet Lexus claims the lavishly-equipped saloon will get an average fuel consumption of only 9.5-l/100km while having a CO2 emission level of less than 220g. Toyota showed a hybrid concept sedan, the Hybrid X, that is more a styling exercise than a mechanical marvel. Then there is the Toyota FT-HS hybrid sports car that combines a 3.5-litre petrol V6 with an electric motor; a car that doesn't ignore performance or style. But while Europe is going diesel and Japan is leaning towards hybrids, there is some blurring of technologies. Honda announced a NOX-depleting system similar to BlueTec and says it will be fitted to its diesel-powered cars. It plans to launch its new diesels within three years, first in the US and later in Europe and Australia. At the same time, Honda says it will make its fuel-cell electric car available to selected buyers by next year, making it likely to be the world's first car maker to make a production fuel cell passenger car. The new Honda, which uses hydrogen gas and air to produce electricity to power electric motors, is based on its long-standing FCX concept vehicle. To keep its feet in all camps, Honda plans to introduce a small-car hybrid that is currently in concept form. The Small Hybrid Sport shows that even hybrids can be fun and sexy. Subaru unveiled its 2-litre turbo-diesel engine that will go into European models later this year but won't come to Australia until at least late 2008. It is Subaru's first diesel and has been devised to improve sales in diesel-crazy Europe. Meanwhile, BMW and DaimlerChrysler have announced they will join forces to create a new hybrid system for the premium car segment. Both companies plan on introducing the new technology into rear-wheel-drive models within the next three years. A BMW spokesman says the technologies will be tailored to fit the specific character of the different vehicles. And, two battery city cars were among the show oddities, including the Zebra which was painted like animal fur.

Nine stars of the Melbourne International Motor Show took a quick spin from City Hall to Federation Square to rev the city up for tomorrow evening's big opening at the Melbourne Exhibition Centre. Led by a beefy Chrysler 300C police car, about $2 million worth of auto exotica cruised down Swanston St. Lord Mayor John So rode James Bond-style in a $360,000 Aston Martin DB9 Volante convertible. Immediately behind him was a Bentley Continental GTC convertible worth $400,000, but even that was trumped moments later by a Ferrari 599 GTB, costing $600,000. Others in the column included a Maserati Quattroporte, the new convertibles from Volkswagen and Volvo, and a top-of-the-range Lexus LS460. Most unusual was the Bonning B3 three-wheeler, the personal project of designer and artist Brad Bonning. But there would be plenty more to see at the show itself, said the extravaganza's director, Russ Tyrie. "That's just to give people a taste of what they will see on Friday," Mr Tyrie said. "The parade is a great way to bring the show to Melbourne and to give people an idea of what an exciting and dynamic thing the car industry is. "The covers will come off quite a few new cars at the show. "With some of them it's going to be as much a surprise to us as it will to everyone else."

Indeed, the sheer weight of its standard kit list is part of the reason the various IS250 models weigh appreciably more than the similarly priced — but under-equipped and underpowered — four-pot 3 Series, C-Class and Audi A4. Of course, we knew that 15 months ago, when the new-generation baby Lexus arrived to thrust a thorn into the side of this smug and complacent bund. Revisiting it is also to be reminded — refreshed, even — by the IS250's amiable daily disposition and its ability to step up in recreational driving. No matter the price ($54,390 for the manual Prestige model up to $79,000 for the Sports Luxury), every IS250 has the same 2.5-litre, quad-cam, multi-valve, direct-injection V6. With 153kW and 252Nm, it's an adequate unit that gets the fully fruited Sports Luxury we drove to 100km/h in a respectable, if not rapid, 8.8 seconds. Lighter, lesser versions shave almost half a sec off that. The choice between six-speed manual or Aisin auto is no choice at all, given that the working quality of the former rhymes with "shift", exacerbated by an awkwardly placed gearstick. So if it's an automatic choice, it is so by default, because, left in Drive, movement off the mark is sluggish. The tall-geared box will hunt before kicking down with a lack of grace that really isn't in keeping with a luxo six-speeder. And so the manual mode comes into its own. You can't override Drive with the steering wheel-mounted paddles — a la the systems used by Audi — but when the gearstick is shifted into sport mode, the Lexus respects your gear selections, holding to meltdown. With most of the IS250's bulk placed between its axles, you have balance and rear-wheel-drive dynamics to rival BMW's 3 Series — aspects that are readily appreciable when pressing on. Its appetite for bends is keen, with steering that firms up nicely when it most needs to and a feeling of agility in keeping with something lither and smaller. Aurally, the usually subdued engine acquires some throatiness in the upper rev range, though you could live without the beeping of the traction control, one of rather too many censorious sounds the Lexus is apt to make if you displease it. If the quick part of the IS250 equation isn't what is attracting buyers, it isn't hard to see where its charms lay. It drew more admiring comments and enquiries than anything we've had this side of exotic or mad money. Save for some slight awkwardness around the C-pillar — where it's more Hoffmeister Klutz than Kink — this least Lexus is the marque's sharpest looker. True, it's tight within, but far from intolerably so. DINKS or those with smaller offspring won't be bothered by the rear accommodation, nor that it's more cockpit than cabin up front. Actually, it's the inside story that persuaded us that the less you spend, the more convincing a buy the IS250 is. There are no options at all on the Sport Luxury version, and those on the cheaper variants aren't indispensable. On NSW goat tracks, you don't want bigger wheels — 16s would be fine. As good as the the touch-screen multimedia/satnav system is, it's hardly vital, and I'd pay extra not to have the headroom-eating sunroof. So far as options go, though, it's tough not to love seats that can blow either cool or warm air where the sun don't shine ...