Lexus Reviews

Hot on the heels of the release of its fourth-generation petrol-powered GS models, Lexus has added the GS 450h petrol/electric variant to the range.The big news with the second-generation Lexus GS 450h is a substantial drop in price from $126,800 for the outgoing single-variant model down to $99,990 for the entry-level 2012 model.In 2006 when the original GS 450h was released we commented on the good value it represented for its class. Now, despite a mid-life price rise, six years of inflation and the addition of considerably more equipment the new model is 20 per cent cheaper so the value equation has jumped even further.Lexus and parent company Toyota are both keen on promoting their petrol-electric hybrid models and have significantly reduced prices on them.Lexus has long been the leader in luxury hybrids and it’s interesting to note that both BMW and Mercedes-Benz have competitors on the way in the form of the BMW ActiveHybrid 5 (based on the 5 Series) and the Mercedes-Benz E400 Hybrid (based on the E-Class).The GS 450h shares the same V6 petrol engine as the GS 350 although with slightly less power (215 kW compared with 233 kW) and torque (352 Nm vs 378 Nm) but modified to have an Atkinson cycle for improved efficiency and lower fuel consumption. When combined with the 650-volt nickel-metal hydride battery peak power increases to 254 kW.Lexus is planning on eventually replacing the nickel-metal hydride batteries with more efficient lithium-ion units, but could not provide a time frame when this will happen. All GS 450h variants come with six-step continuously variable transmission (CVT), unlike the GS 250 and GS 350 which get six-speed sequential automatic.For the first time, the GS 450h hybrid model comes with the same three equipment levels that are available in the two petrol models. These are Luxury, F Sport and Sports Luxury. Previously only one variant was offered.Standard equipment in the entry-level GS 450h Luxury includes ten airbags, a so-called blind spot monitor in the door mirrors, parking sensors, reversing camera, moonroof, LED daytime running lights, Bluetooth telephone and audio streaming, dual-zone climate control air conditioning, 8-inch multimedia monitor and head-up display.The flagship GS 450h Sport Luxury tops up the Luxury’s features with a 12.3-inch multimedia monitor, driver fatigue monitor, enhanced Mark Levinson audio, three-zone climate control, automatic high/low beam headlights, and leather and woodgrain trim.The official combined cycle fuel consumption figure for the Lexus GS 450h is 6.3 litres per 100 kilometres, compared with 9.3 L/100km and 9.7 L/100km respectively from the GS 250 and GS 350. Likewise combined cycle CO2 emissions are 147 g/km compared to 215 and 225.Styling of the new GS 450h is much the same as that of the GS 250 and GS 350 models released in early April 2012. The most notable change from the previous GS series is the bold grille styling of the type that’s all the rage at the moment. Lexus calls it’s a ‘spindle-grille’ because of the bobbin-like pinched in section at the top. The design is attractive and distinctive.The Lexus GS 450h F Sport adds body kit, 19-inch alloy wheels, sports suspension settings, dynamic handling system and all-speed active cruise control.One feature of the outgoing GS 450h that drew justified criticism was the limited size of the boot caused by the location of the batteries behind the rear seat. Lexus has addressed the problem in the 2012 model by stacking the batteries in two rows with the battery devices laid on top. The new arrangement increases boot capacity by 45 per cent to a reasonable 465 litres, only 75 litres less than the GS 250/350.One of the barriers to the sale of any new-technology commodity is the price premium that early-adopters have to pay. However with the release of the second-generation GS hybrid, Lexus CEO Tony Cramb says, “the hybrid price premium has all-but been eliminated” by a combination of price decreases and additional equipment which cuts into the $10,000-$12,000 extra cost of the GS 450h over the GS 350We commented in the course of our recent review of the 2012 petrol GS models that the car had made the step up from being a commuter to become a true grand tourer able to match the comfort, smoothness and quietness of the big-name German marquees that have been Lexus’s target from day one.Following our extended drive of the GS 450h to the north of Melbourne we can only re-affirm that view and add that the GS 450h provides the added benefit of significantly lower fuel consumption and emissions.With significant price drops across the Lexus GS range we can see many prospective buyers stepping into one or other of the hybrid variants instead of their petrol-only siblings. There’s no loss in comfort or performance but significant gains in fuel economy and emissions.

Plenty of people would think business execs would have little or no conscience because they suppress emotion in favour of the corporate good.It would be a handy attribute in the corporate jungle, that's for sure. But now, Lexus has provided an outlet for the softer centre of hard nosed execs to show through, allowing them to express a concerned "green'' side if they chose to drive the new Lexus GS450h Hybrid luxury sedan.It will cost them though — quite a premium over the "normal'' V6 petrol GS but for that investment, they get to use less fuel, considerably less and also generate a lot fewer emissions thereby being good custodians of our children's future. Oh and by the way, the GS450h is quite the performance packaged too showing a clean pair of rears to a good percentage of cars out there.This is the second generation GS450h and far surpasses the first model which was good in parts. The drivetrain is 20 per cent more efficient this time around, it's a roomier car despite sharing similar external dimensions and dynamically, they are like chalk and cheese with the new model being more of a GT car.Though encumbered with additional weight from a (stacked) battery pack (for less boot intrusion) and two electric motors in the transmission case, the new GS has a similar feel to the regular petrol GS range albeit with a stepped CVT transmission featuring paddle shift.They've made the body/chassis stiffer by a considerable degree and lighter too though the car still weighs in over 1900kg. Weight balance is a neat 50/50 which explains why it feels so planted on variable road conditions. And, remember, it's a rear wheel drive so no cheating with all wheel drive here thank you.What is somewhat perplexing is the use of a Nickel Metal Hydride battery instead of the new tech Lithium Ion which is lighter. But Lexus reckons the older type is "mature'' technology less prone to failure. Infact, Lexus has yet to replace a hybrid battery in this country — enough said. Because it's a totally new car from the wheels up, Lexus has been able to adopt refinements across the board including the suspension, steering, brakes and powertrain.The 3.5-litre petrol V6 uses the Atkinson Cycle which delays valve closure allowing a reduction in pumping losses inside the engine and a higher compression ratio for output gains. It has a direct injection system with two nozzles per cylinder. Variable valve timing operates on the inlet and exhaust sides so it's a fairly complex device. But the upside of this is a 0-100kmh sprint time of 5.9 seconds and fuel economy in the region of 6.3-litres/100km — phenomenal. This low fuel consumption is aided in the city by auto stop/start.Maximum output with the petrol and electric engines combined is difficult to nail but Lexus says it's good for 254kW/352Nm a figure that seems about right — perhaps a little under stated. The important thing is the electric motor kicks out 275Nm from zero. You can feel it off the line.There are three variants available, Luxury, F-Sport and Sports Luxury priced at $99,900, $111,900 and $121,900 respectively which is a $3000 reduction on the previous model despite all the extra stuff.All three are generously specified with all manner of luxury kit, premium audio, climate control, leather, electric assistance and five star safety rating.Though a tad noisy under full acceleration, the trademark Lexus silent running is evident most of the time in the GS450h thanks in part to new engine mounts. It's surprisingly good to drive and quite adept in tight going. Multi drive modes are available for the powertrain and other dynamic functions. And the GS is quite good to fire up using the paddle shift and full sport on all settings. The active rear steering system on the top model further sharpens responses.There's a definite European feel to its dynamics even if you can't get around that slurring CVT noise. It's supremely comfortable over a long drive with supple, fully adjustable seats and adaptive suspension.The active cruise control system where fitted will run right down to a stop then accelerate away again when it's clear. Like the look of it too particularly the new spindle grille.The new GS450h is a strong competitor for the turbodiesel Europeans offering similar fuel economy using petrol, superior performance and comparable dynamics and feel. It's a good thing to put on your remuneration "package.''

By any measure the Lexus GS450h is a top-shelf prestige sedan. And with its second generation car priced from $99,900 Lexus says the premium on hybrid technology is all but gone.Drivetrains aside, the standard specification for the three-model range is better value than its German-based rivals and the quality of the ride and interior is on a par. That gear runs from 10 airbags to xenon headlamps, a moonroof, heated and vented front seats with 12-way adjustment, head-up display and adaptive suspension dampers.The biggest point of difference for the Lexus, though, is the method of locomotion that differentiates it from the Audi A6, BMW 5 Series and Mercedes-Benz E-Class.The second-generation of the hybrid drivetrain is more efficient than ever, with official fuel use of just 6.3 litres for 100km. And that is starting to resonate with luxury car buyers. Lexus won't nominate a number for GS sales but it is a niche but growing market.If hi-tech toys tick the boxes, so will the Lexus. The top-range Sports Luxury packs a massive 12.3-inch screen. That's bragging rights in this class but it is also a smart way to show other functions even when the satnav display is on.The drivetrain uses the same 3.5-litre V6 found in the regular GS350 but for hybrid application it has been modified to extract maximum efficiency. The total power from the V6 petrol engine is 254kW, and acceleration to 100km/h is a more-than-respectable 5.9 seconds.The interior gadgets are virtually indistinguishable in application or effectiveness from the Euro rivals, from bind-spot assistance to driver drowsiness monitoring and adaptive cruise control. Depending on the model, the seats adjust in 12 or 18 ways — either approach enough to ensure comfort. Toss in xenon or LED headlamps and there is a lot to like about the new GS range.So who buys a Japanese luxury model that ranges in price from $100,000 to $122,000 — and why? Lexus CEO Tony Cramb says the average GS buyer has an income of $402,000 and wants a vehicle with the latest and greatest features."Buyers in this class have owned luxury cars before and are generally looking to stand out from the crowd," he says. They will do that in the GS. The revised front looks more aggressive than its Euro rivals and Lexus focused on improving the handling and ride for this model after feedback from customers and journalists. Adaptive suspension damping is standard across the range and the suspension itself has been overhauled to boost responsiveness.  Inside, the infotainment display dominates the dash and there's a mouse-style control unit on the centre console to navigate through the menus.The four driving modes — from Eco, Normal, Sports and Sports + — adjust throttle and transmission response from enviro-slushy to revhead sharp. An EV-only mode will power the vehicle for 2km at speeds up to 50km/h.On the road the GS feels as refined and relaxing as buyers could want in a prestige car. It isn't built to tackle hairpins but the four-wheel steering gives it an edge across Victoria's Black Spur.It turns in as quickly as a motorbike and can take a couple of corners to adjust to. That is matched by a reasonably direct steering wheel — go the no-cost bamboo option if you really want to stand out — and suspension that squashes most irregularities out of the cabin.It is a cossetted place to be. Wind noise is all but non-existent and tyre roar is muted even on coarse chip bitumen. The dreaded CVT drone can faintly be heard, but only under hard acceleration.This is not, however, a five-seat car — not unless the fifth member is a small child or a contortionist. The middle rear pew would do for a trip to the local shops but I wouldn't like to perch there for much longer. The drive experience is supremely competent without being quite as engaging as it can be in a Merc or a BMW. It is not that the Lexus does anything wrong, it just does it differently.It's a precision watch that works perfectly in any situation. but doesn't have the character of the scratched timepiece that you've been wearing forever. Not too many mid-sized buyers flog their cars, however, and when it comes to the comfort, it is hard to argue with the Lexus's price.Lexus may still be the road less travelled but it is becoming a smarter route with every new model. 

If you thought the Lexus GS came only in vanilla, think again. The latest model has been through the tutti frutti blender and has emerged with power, pace, refinement and handling that makes it the flavour of the times. And at surprisingly competitive prices. To prove the transition, the fourth-generation GS was let loose in the Australian Alps, home to some of the nation's most demanding roads, where it proved it had some seriously high octane juice running through its veins. The new, more aerodynamic breed has wider front and rear track and comes in two engine sizes and three spec levels, Luxury, F Sport and Sport Luxury, starting from $77,900. The starting price is about $20,000 cheaper than the superseded Lexus GS300 and the new GS250 is also 20per cent better value in terms of what you get for your buck. The GS250 Luxury is $77,900, F Sport $85,900 and Sport Luxury $99,900.GS350 is $89,900 for the Luxury, $99,900 for F Sport and $109,900 for Sport Luxury. There are also option packs for Luxury and F Sport models.The car has had a style revamp, dominated by a scary-looking grille, but we're not sure we like it. It's hour-glass look is based on a spindle  but we're told it works well on freeways. During tests on the Euro autobahns, slower traffic quickly made way for the spindle-mouthed Lexus approaching at 200-plus km/h. The now slightly larger interior can be tailored to just about anything a buyer could want.The seats in the F Sport are 20-way adjustable, and include buttons that make them curl to your shape, like a customised Recaro. Most other models get 12-way adjustments. Standard on all are blind spot and tyre monitor systems, 10 airbags, parking and clearance sonar, reversing camera, bi-xenon headlights, 17-inch alloy wheels, multi-adjustable electric front seats, digital radio, a big screen with satellite navigation and Drive Mode Select, which lets the driver switch between Eco, Normal, Sport and Sport+. Bluetooth and all associated guff is a given.The GS250 has a 154kW/253Nm output from its 2.5-litre V6, and the 350's 3.5-litre whacks out 233kW and 378Nm. Drive to the rear wheels is via a six-speed sequential electronic controlled gearbox with paddle shift. The 250 gets to 100km/h in 8.6seconds, the 350 in 6.0 seconds flat.The steering is an electric rack and pinion set-up and the F Sport 350 comes with dynamic rear steering and variable ratio steering. The laser-welded body shell is 14 per cent stiffer than before, 30kg lighter and the new suspension's dampers are outside the coil spring. There's a new double-wishbone set-up in front with a multi-link system at the back.F Sport and Sport Luxury models get electronic variable damper control. The paint is worth a mention: some colours get glass-infused sparkle, and all get `self-healing' finish. A small scratch disappears after a few hours in the sun.The new GS certainly lives up to its grand tourer status, showing excellent steering and grip through the snaking alpine terrain. The ride is supple enough for passenger comfort, firm enough to keep an enthusiast driver more than happy. Also, a shift to Sport, or more so Sport +, alters the throttle and transmission response and the stability control's intervention point. We rate Sport as best for all seasons. An added benefit is vocal back-up from the exhausts. Drive the car like a GT and the zoompipes join the chorus to put goosebumps on your skin and make your scalp tingle.We tried Eco mode for a bit, but the car is so efficient that it wasn't worth crippling its performance. A brisk 150km trip in a 350, including the twisty bits and some long, flat stretches, gave us a very acceptable average of 10.6litres/100km. Official average figures are 9.3litres/100km for the 250 and 9.7 for the 350. The GS has come of age. We'd have one in a blink. 

Until now the Lexus GS has been a smaller edition of its big brother, Lexus LS. With a big emphasis on quietness, smoothness and refinement, the just superseded GS, but no real sporting ambitions, it was steadily losing sales to the German luxury marques.All that has changed and we have just stepped out of a pair of the all-new, fourth-generation GS sedans with big smiles on our faces. In the manner of the BMW 3 Series, Mercedes E-Class and Audi A6, the upmarket Japanese sedan provides plenty of driving pleasure.Cleverly, the Japanese engineers have managed to give the GS 250 and GS 350 twin desirable attributes –it’s smooth and quiet in the Lexus manner when cruising gently but becomes a true sports sedan when you push it along hard. The engine has great induction and exhaust note and the transmission sharpens its actions to get the best torque on tap moment by moment.This truly is an excellent grand tourer, or GT, in the true sense of that often misused acronym. You could travel at high speeds in the Australian bush all day and come back feeling relaxed and refreshed.The styling has taken a new direction at the front and back, though the profile still carries cues of the just superseded GS. At the front the designers have come up with what they call the ‘spindle-grille’. This sees a tightening of the sides of the area to create a most distinctive shape that makes the mid-sized Lexus stand out from crowd.Our only criticism is that the lower areas of the bumper/spoiler look as though they will be vulnerable in carparks and over poorly designed gutter ramps. Lexus is not alone in this – but that won’t reduce the size of the bill from your favourite panel repairer.We love the interior styling of the all-new Lexus for its elegant simplicity. It could be mistaken for an Italian machine in the way the primary instruments are large, clear and easy to read at the fastest glance.The stitching of the leather on the dashboard adds to the Italian theme, as does the centrally mounted analog clock, a feature Maserati has used with great effect for generations.The integration of the centre information and entertainment screen into the central region of the dashboard is brilliant. Too many other marques have satellite navigation screens that look like an afterthought, the Lexus’s is just right. As well as being aesthetically pleasing, the central screen is well shielded from light.We don’t like drivers taking their attention off the road, but in many cases they will do so even when it creates danger, so Lexus has done the right thing in helping people minimise distraction.Lexus GS 250 is powered by a 2.5-litre V6 petrol engine that’s a heavily revised unit installed in the now superseded model. It produces more power and torque (the peaks are 154 kW / 253 Nm) than previously, but the official fuel consumption has been significantly reduced.It’s a similar story with the 3.5-litre powerplant in the GS 350, with 233 kW and 378 Nm it gives the keen driver plenty of sporting flair, yet using less fuel and producing fewer emissions than in the superseded unit.We tested both engines on demanding roads in and out of Albury and up into the Snowy Mountains and found the 2.5 is probably best described as adequate in its performance. Compensating for that is the fact that it’s well mated to its six-speed automatic transmission. The auto is quick to sense the need for more grunt and change down gears at a moment’s notice.As revheads we would go for the 3.5-litre V6 any day, but saner drivers will be more than happy with the 2.5-litre.Up to four modes are offered on the auto and on the sporting models with adjustable suspension and steering the sportier the mode, the more the driver feels in control of the GS. Four-wheel steering on topline models adds further to the sporty feeling of this bid sedan.A hybrid version of the new Lexus GS, tagged the 450h, will be introduced on May 15th. As before, the number 450 doesn’t indicate engine capacity, but the fact that Lexus considers it provides the sort of driving feel that would normally demand a 4.5-litre engine.With a staggering array of passive safety features to help you stay out of trouble, as 10 airbags should things still go badly wrong, the Lexus must be one of the safest cars on our roads.Lexus is currently importing the GS to Australia in no fewer that six grades. Rather than filling in about 10 pages with all the details, may we suggest making an appointment with your local Lexus dealer and you can work together to tailor the best car for your needs.What we will say is that there numerous body and interior colour choices; driver’s seats with as many as 20 electrically adjustable settings; Mark Levinson topline audio systems with 17 speakers; air conditioning that moistens your skin - and much, much more...Lexus’s stunning change of direction with its GS series is a bold move. But we feel it will be immediately successful. 

If any single model has embodied the disparity between executive sedans from Europe and those from Japan, it’s been the GS.Even in the most sedate versions, the mid-size wares of BMW, Mercedes-Benz and even Audi have at least a hint of sport saloon about them. By polar contrast, the well-intentioned Lexus GS has been as croquet is to base jumping.The fourth generation, however, comes with the suggestion of no one less than our own Paul Gover - who tossed one about in preproduction form last year - of being something more than a floaty, flatulent, rear-wheel-drive Toyota.As ever, Lexus takes a katana to the Germans, deftly undercutting them on substantial, if not perceived, value. For in prestige cars, perception is - if not all - then at least the half the market,  and for this lot the L badge can't equate to those from Europe.If you are one such, then you're reading the wrong auto publication. And  if you want to pay two grand for metallic paint - as per the Euro norm - you need more help than I can give you.The GS 250, which we hadn't got into by publication time, starts from $77,900 topping out at $99,900. The 1-litre bigger engined 350 starts with the Luxury ($89,900). In several respects the $10k dearer F-Sport is the one we'd have, with its tail taming rear wheel steer on top of an adjustable chassis.Luxury Sport looks and feels every bit of its $109,900, banks of soft leather rising over the top of the dashboard, a multi media screen bigger than some hotel windows and still priced against the competition in such a way as to be a bargain.Interior fittings, most of them standard  from the entry level or included in $3k enhancement packs,  read like a luxury lifestyle catalogue. A mouse controlled  system in place of the more usual touchscreen, linked to a split-view 12.3inch widescreen dashboard display. Other stuff runs to  surround sound, front 20-way power seats; pre-collision system, heads-up display, blind spot monitor, lane keep assist, and Driver Monitoring System.An entirely new body and platform house a typically Lexus-esque array of tech, it's just that you get them for about $20k under anything speaking with a Stuttgart accent. Each GS them get three driving modes, Eco, normal and sport, each distinct and worthwhile in their own right.To this F-Sport adds Sport plus, which to some slight extent reduces the interventionist tendencies of Lexus's formidable battery of electronic safety measures.The dynamic highlight of a model lineup that had been the luxury car equivalent of a milky cup of tea followed by a nice lie down, is the F-Sport's rear steer. Rather more sophisticated than the four-wheel-steering systems of yore, the system turns the rear wheels opposite to the direction of the front at an angle of up to two degrees at speeds of up 80km/h.Shoved fast through a slalom course demonstration, it provides a kick in the rear completely at odds with the comfy cruising image previously synonymous with the bigger Lexus models.But the naturally aspirated 3.5-litre V6 – though enduringly effective in most circumstances – feels like last week's newspapers next to the hugely effective turbo fours being slung by the Germans, let alone the boosted sixes of the 535i and Audi's supercharged S4.The real engine story, you feel, comes in six weeks with the arrival of the GS Hybrid. So I guess we'll be doing this all over again then.This is a tale of two ends, each having the appearance of being designed by separate studios, which if not exactly beyond speaking terms, are somewhat further apart than 4.8m ought to be.The front end - especially the mildly blinged F-Sport - might have been drawn by boys racers, all jutting bits and rear vision mirror filling intimidation. Then there's a butt drawn by someone whose idea of daring is a tie with spots. As though to rekindle the cliche that Japanese designers can't disregard anyone's ideas, it looks variously like a 5 Series or an A6, depending on how you squint.Nothing equivocal about the interior, which is simply first rate, a tactile enveloping pleasure in which to sit at any spec level. Driver's will love the cossetting cockpit feel and impossibility of not finding the perfect position. And even the tallest of us present at this week's introductory drive were able to sit comfortably behind our own set driver's seat.I'd sit happily in these all day, pews that manage to be comfortable when tootling and torso hugging through bends. In fact, let's not equivocate, the GS has the best cabin in the game - a harmonious meeting of comfort, function and a dash of  funk with that cool analogue clock in the dash.You'll need to try awfully hard to kill yourself in a GS, what with 10 airbags and what until recently would have seemed a sci-f  array of active and passive measures. Excellent - and standard - fixtures that should, surely come with every car at the price are the heads up speedometer and emergency brake lights.Like all really sorted cars, the GS seldom feels as fast as its travelling. Though still (literally) weighted toward grand tourer than sports sedan, it's difficult to imagine how the former could have been more adeptly seasoned with flavours of the latter.It's a sedate and even deathly quiet cruiser, that - at least with dynamic options added - is an almost equally capable and smile inducing  corner carver. Evenly balanced, sitting almost billiard table flat, the front wheels left free to steer, you'd want to spend your life on test tracks to harp on any perceived BMW superiority.Especially not when optioning up the latter to Lexus standard spec can blow the buy out by 50 grand. You'll be struck by the sheer effortlessness of the Lexus - both in its "natural" habitat of boulevard/freeway running and almost staying with the best of them when previously it wouldn't have kept them in sight.Pity then, that the atmo V6 so lacks the low down torque that happens to be a standard feature the Germans can boast. Again, this where the Hybrid could be a real gameFar better than we had any precedent to expect, the best is likely still to come. See you in six weeks then.

Lexus has won a place alongside the likes of BMW, Audi and Mercedes-Benz in the minds of prestige car buyers who believe it to be a worthy alternative to the European establishment.The RX was an important plank in the Lexus platform given the growing popularity of crossover wagons in this country. It began with the five-seater RX330 in 2003, and stepped up with the RX350 in 2006.The changes made to the RX in 2006 made it better placed to attack the Mercedes-Benz ML and the BMW X5, regarded as its main rivals. For starters the V6 engine was increased in capacity from 3.3 to 3.5 litres, the outcome being 18 percent more power and four percent more torque. In a nutshell, that means more get up and go when needed, and better towing performance.Backing up to the V6 was a five-speed auto with touch-change manual shifting feeding into the permanent all-wheel drive system. Underneath it had full independent suspension and disc brakes all round. Even in base form the RX350 had a swag of standard gear, pretty much everything could want or expect in a car of its standing.Inside there was leather trim, heated front seats, auto climate controlled air-con, cruise, power windows and mirrors, a six-speaker CD sound system, and blue-tooth phone connection. Outside it had alloy wheels, fog lights, roof racks, and a rear spoiler.The RX350 is not the vehicle you'd choose if you wanted to go bush in a big way, but it is the sort of wagon you'd be happy to drive around town and on the odd excursion beyond the city limits.Its uprated engine gave it noticeably better performance without sacrificing any of the smoothness for which it had been renowned.Some thought the suspension too soft and less responsive than its rivals, but its ride was comfortable and it handled well enough.IN THE SHOPReliability in service is largely determined by the initial design work and the build precision, and in those areas Toyota has excelled. There's no question that the RX350 is well designed and put together, and as a result, little appears to go wrong with them. The most important thing is to ensure any prospective purchase has been serviced correctly, so check for a service record. Make the usual visual checks for crash repairs and walk away if it's suspected a car has been in a crash.IN A CRASHANCAP doesn't have a rating for the RX350, but its almost identical predecessor was rated at four stars out of five. There was a comprehensive array of safety gear in the RX350. It began with front, head and side airbags, and continued with ABS braking, and electronic stability and traction control systems.UNDER THE PUMPBig, heavy, all-wheel drive; they're not the ingredients to deliver fuel economy. Toyota claimed the RX350 would do 10.8 L/100 km, meanwhile CarsGuide's road tester returned 11.1 L/100 km.AT A GLANCEPrice new: $74,800 to $84,100Engine: 3.5-litre V6; 203 kW/342 NmTransmission: 5-speed auto, AWDEconomy: 10.8 L/100 kmBody: 4-door wagonVariants: Sports, LuxurySafety: 4-star ANCAP.VERDICTA great choice when you want a wagon that looks down on its neighbours.

Never have those in the market for a prestige sports sedan been so spoilt for choice.My fairy godmother has yet to fund me for such a beast but if you're fortunate enough to be looking for a four-door that can embarrass sports cars and still cart the kids, there are several options.The bent-eight compact prestige brigade was largely a German affair until Lexus launched the IS F in 2008, with a musical powerplant and no vertical give in the rear end.It's had two upgrades since then and the latest update of the swift and sonorous model claims to have reduced the rear end's uncomfortably rock-hard ride - sadly that's not the case.VALUESitting amongst the M and AMG badged Germans that dwell around $150,000, the $126,800 Lexus sedan has a solid head start on price.There's dual-zone climate control with rear vents, leather trim, sports leather-wrapped steering wheel with shift paddles, reach'n'rake adjustable steering, keyless entry and ignition, power-adjustable front seats with memory, sports pedals, alarm, Bluetooth phone link (but not for the sound system), a 14-speaker Mark Levinson sound system (USB) with wheel-mounted controls, sunroof, rain-sensing wipers, power windows, auto-dimming centre mirror and folding auto-dimming exterior mirrors and automatic xenon headlights.TECHNOLOGYThe 5.0-litre V8 engine is seen elsewhere in the Lexus catalogue but in this incarnation produces 311kW at 6600 rpm (the redline is 6800rpm) and 505Nm of torque at 5200rpm. The direct-injection powerplant (with work done on its top end by Yamaha) uses dual variable valve timing for inlet and exhaust cams to provide flexible and relatively frugal motoring.The engine sends drive aft via an eight-speed automatic transmission (with a proper manual paddleshift mode) as well as a rear limited slip differential and is capable of accelerating IS F from 0-100km/h in just 4.8 seconds and claims fuel consumption of 11.4 litres per 100km.The suspension remains a bug-bear - the Japanese luxury brand says the IS F sits on springs, dampers and bushes with revised rates "to combine high performance with enhanced ride comfort," says Lexus .... nup, not yet people - keep at it.The IS F also gets the radar-controlled active cruise control, which maintains a following distance when cruising, but sadly still can't hold a set speed down hill - the Germans can do it with simpler controls on the non-radar cruise control, Lexus has had the system in several models over several model changes but as yet have not got it right.DESIGNThe IS F's exterior has a purposeful look to it - without screaming to authorities that it has street-machine smoke-making potential. It gets the day running lights - LEDs of course - but there are more changes on the dash than anywhere else.The instrument panel is dominated by the tachometer, which now has a tricky redline-imminent light display, as well as a digital and small analogue speed display. The snug-but-comfy four-seater cabin also has carbon-fibre centre-console inserts, more colour options for the leather trim and a revised sports steering wheel.SAFETYThe sedan gets all the bits to warrant its five-star NCAP safety rating - anti-lock brakes with emergency brake assist and electronic brakeforce distribution,  stability and traction Control and eight airbags - dual front, side, curtain and driver's knee units.Also on board is the pre-collision safety system which uses a radar sensor in the nose to monitor the distance of the vehicle from objects ahead and if it senses a collision is likely it emits a warning and prepares the car's safety systems for action.DRIVINGTime spent behind the wheel of this car on a track amply displays its pace and talents on smooth tarmac with no speed limits. In real world driving, the IS F can ooze through traffic on a muted V8 burble, a refined note, with the ability to make more noise as required and leave the dawdling masses behind.The eight-speed auto is swift of change and has a genuine manual mode (thank you Lexus) but it can be indecisive, which would be more of an issue if it weren't such a slick-shifter. Daily traffic duties soon show that the chassis engineers still have work to do - on some nastier undulations and bumps the IS F actually pitches and harsher bumps are transmitted more than they should be.The cabin is snug but not uncomfortable for most occupants, although rear legroom is tight, as is front headroom for those over the old six foot mark. Lord knows how I managed to - at 191cm - get behind the wheel of this very car at a racetrack with a helmet on.The cabin design is starting to look a little dated but nowhere more than the digital clock - a Breitling or Omega timepiece is traditional, the digital unit is very 1980s and too naff.It's only a four-seater too, unlike its German opposition, Lexus says its four buckets are for better seat comfort. The IS F has a USB input for iPhones and other devices, but no music aspect for the Bluetooth; there's also no splitfold rear seat and the boot floor panel over the spare is a cumbersome set-up.VERDICTThere's a lot to like about the IS F, in particular the drivetrain that has the tight and hard sound as well as the outputs to back it up. It can also be swift and subtle, with a comfortable cabin. But the luxury arm of Toyota has had enough chances to get the suspension and radar cruise control right and they haven't.LEXUS IS FPrice: $126,800Warranty: 4 years, unlimited kmResale: 54%Source: Glass's GuideService Interval: 10,000km or 6-monthsEconomy: 11.4l/100km, on test 16l/100km, tank ; 270g/km CO2Equipment: eight airbags, ABS, EBD, stability and traction control, pre-collision safety system.Crash rating: 5 starEngine:  311kW/505Nm 5-litre V8Transmission: 8-speed autoBody: 4-door, 4 seats Dimensions: 4660mm (L); 1815mm (W); 1415mm (H); 2730mm (WB)Weight: 1700kgTyre size: 225/40 R19 fr, 255/35 R19 rrSpare tyre: Space saver

While it comes from the basis of the car everybody thinks of when they think hybrid - the Toyota Prius - the Lexus CT200h is a slightly different prospect. Hybrids have moved a fair way from their world-saving worthiness platform. These days they're starting to tout style, status and even sporty aspirations. They rarely live up to that last claim, but if you want something that makes you look good on the street -- and at dinner parties -- the CT200h ticks the boxes.DESIGNThis is the first hatch to wear a Lexus badge, and while it stays within the fairly conservative styling boundaries of the brand, it's been given more street presence -- unmistakeably aimed at getting a more style-conscious buyer into the showroom. The hatch lines are lifted by the rakes of the front and rear screens, and on the tested F-Sport spec, darkened alloys play up to the mesh grille and lower fascia detailing.Inside is a snug cabin - supposedly five-seater but really only four - with a premium feel to fit-out and features, among which the antiquated foot-operated park brake seems glaringly out of place.TECHNOLOGYThe CT200h uses the Prius's drivetrain, with a 73kW/142Nm 1.8-litre four-cylinder petrol engine mated to a 60kW/207Nm electric motor, with a continuously-variable transmission driving the front wheels. A regenerative system captures brake energy to feed charge to the battery - also the older, heavier (and cheaper) technology of a nickel-metal hydride unit rather than lighter and more efficient lithium-ion.But it's not all Prius underpinnings, with the CT200h giving you four switchable driving modes: EV on electric motor solely, Eco using both petrol and electric but limiting power and the drains of airconditioning, Normal with both petrol and electric but less restrictions and Sport with higher engine revs and motor power plus sharper steering.It logs a 0-100km/h time of 10.3 seconds and a top speed of 180km/h - hardly startling, but that's not the point. It's the fuel figure that's the main game: a claimed 4.1L/100km in mixed driving, and a 5.2L/100km finish on testing over several days combined highway, urban and CBD trips.VALUEThe CT200h starts at $39,990, but the F-Sport asks another $10,000 for those wheels, leather sports seats, 10-speaker audio, sat nav, reversing camera, body kit and sports suspension.So what else is around at the compact end of the green-tinted field? Well, the Prius of course, and in top i-Tech spec for $45,990 -- $4000 cheaper than the CT200h F-Sport - with two extra doors. But the Lexus beats it for fit-out and finish, not to forget badge status. Long-gone are the days when A-listers would step onto the red carpet from the hybrid Toyota.The newest rival is the Honda CR-Z, which draws about level with the Lexus on styling and driving, slips back on the luxury scale - and also on petrol economy at 4.5L/100km -- but at $40,790 in top spec will put a sizeable amount of cash back in your pocket.But there's a lot of promise if you're up for a diesel, with the BMW 118d five-door hatch at just over $46,000 with an eight-speed auto and 4.5L/100km economy, while the $36,990 manual Volvo C30 DRIVe with stop-start returns 3.9L/100km.SAFETYIt gets a full five-star crash rating, with active headrests, eight airbags (including knee bags for driver and front passenger), anti-skid brakes with brakeforce distribution to compensate for uneven loading and brake assist for panic stops, plus traction and stability control.DRIVINGWhen it gets on the road, the CT200h's driving modes give it something of a split personality. While it's the most frugal, the electric-only Eco setting is teeth-grittingly tedious anywhere except crawling traffic snarls, but the 2km range means you'll get through most of them without having idled away a tank of fuel.The power-nannied Normal setting is fine for city traffic, but frustrating once you get into free-flowing lane-changes or motorway speeds. For those who actually want to get a bit of response from their car in those conditions, the Power setting is the only place to be. It's not exactly in the spirit of hybrid motoring to just think of the electric motor as a handy way to add torque when you want to go harder. But, well, whatever works, we say.Under those conditions you could ask for more feel from the steering, and perhaps also a better sense of connection with the CVT transmission. But most buyers should have little complaint about the ride and handling, with the little hybrid hatch turning out to be both comfortable and confident, with deft cornering abilities.The downside is that if you drive like that all the time, it's going to destroy the fuel economy that is supposedly one of the key reasons for buying it. We finished with 5.9L/100km for an unscientific mix of driving - which is not bad, but it's not the 4.1L official figure either.VERDICTIt has sporty looks and accessories, but that alone won't add up to sporty performance. However by offering the combination of appealing hatch styling, prestige fit-out and hybrid drivetrain, it's going to appeal to those for whom a Prius is no longer enough. And to those who just want prestige looks without the prestige price tag.RATINGLEXUS CT200hPrice: from $39,990Warranty: 4-years/unlimited kmResale: 51%Service interval: 15,000km/12 monthsSafety: 5-star Euro NCAPEngine: 1.8-litre, 4-cyl petrol engine, 73kW/142Nm; electric motor, 60kW/207NmBody: 5-door hatchWeight: from 1370kgTransmission: CVT, front driveThirst: 4.1L/100km, 91 RON, CO2 95g/kmAffordable luxury with a green tint.

If you like your gadgets, you're going to love the new baby Lexus. As well as a hybrid powertain, comprising petrol and electric motors, the CT200 has a dazzling array of lights and plenty of buttons to push.We especially like the way the color of the back lighting changes when you switch from economy to performance settings, with a dial that morphs from an Eco meter into a conventional tachometer.  How cool's that?The CT represents a bold attempt to spice up the some might say boring Prius concept on which it is based (there's a Prius under there), with more of everything including power, a brash exterior.Not surprisingly, it's targeted at younger buyers. The car comes in four grades and a total of 80 combinations of colours and trim, including 10 exterior colours with either fabric or genuine leather seat facings. Ours is the F Sport with sports suspension and a body kit, finished in eye-catching blue with smoke-coloured alloys.It certainly attracts plenty of questions. All four grades are powered by a 100kW hybrid powerplant, combined with a continuously variable style auto and the aforementioned drive mode select, with EV, ECO, NORMAL and SPORT modes.All four also have eight airbags and a full active safety package. With fuel economy officiallty rated at 4.1, we have been consistently getting 5.9 litres/100km over the past few weeks.Advanced features include proactive seat heaters, intelligent climate control, LED lighting, smart audio systems and bio-sourced materials. CT's front-seat heaters have been designed to operate in concert with the air-conditioning system, reducing the workload of the air-conditioning heater to aid fuel economy.And then there's the sound system.LED headlamps, combined with the 89 LED bulbs throughout the interior, significantly reduce power consumption and engine loadings. And then there's the computer/sound system - we could devote an entire editon to this one feature.The system won the Technical Innovation Award from Popular Mechanics. It is used to remotely control navigation, audio and telephone via a computer-like mouse controller.It features a digital amplifier and 10 speakers with diaphragms made a charcoal and bamboo fibre compound to make the speaker diaphragms strong and light. Let's just say there's no shortage of things to play with.