Lexus Reviews

You wouldn't think Lexus was into its fourth generation of the GS model, mostly because it's been the sleeper in the local line-up. Those days could be over with the arrival soon of a bolder new model developed in the US but benchmarked against medium large European prestige sports sedans.Design cues from the new GS including its "spindle" grille will flow through to other models in the Lexus range as they are updated or replaced. It's a new "design language" for the premium Japanese brand.VALUELexus offers GS350 petrol V6 and GS450 Hybrid each available with the F-Sport package that includes four wheel steering among a raft of enhancements. Prices are tipped to start at $79,990 for the GS350 rising to the early $100K mark for the 450h with F-Sport.TECHNOLOGYDrive Mode Select is a control system with four modes Eco, Normal, Sport and Sport+ selectable by dial on the centre console. Eco prioritises fuel efficiency while Sport+ optimises performance of both chassis and power train. Four wheel steering is active via an actuator on the rear axle that moves the rear wheels by two degrees of steering to enhance cornering, drive feel and stability. The new 3.5-litre direct injection engine features Atkinson cycle technology that delays combustion for better fuel economy on the GS450h. The new six-speed automatic on 350 offers paddle shift and throttle blip on down change in manual mode. Hybrid's battery pack now vertically stacked to provide more boot space.DYNAMICSThe new, rigid platform offers solid base for all chassis functions steering, brakes, suspension ride and handling and even noise and vibration suppression. The power steering is electric, the brakes have electronic control and wheel sizes are 18-19-inch. The sporty GS350 with F-Sport package is unequivocal leader in the ride and handling department offering drive feel on par or better than anything from Europe. The four wheel steering system transform the car's feel into a sharp handling sports sedan.SAFETYGS is designed to meet five star safety standards with a pre-collision system, 10 air bags, stability control, anti whiplash head restraints, increased use of high strength steel in the body/chassis and driver alert monitor among a suite of primary and secondary safety features.TECHNOLOGYBoth models use a 3.5-litre direct injection petrol V6 with Atkinson cycle on the hybrid. The petrol 350 is good for 233kW/378Nm while the 450h is good for 252kW and an estimated 400Nm combined from the petrol and electric engines.The hybrid runs a nickel-metal hybrid battery pack mounted behind the rear seats. Transmissions are a six speed auto on the petrol and a six speed CVT on the hybrid which is capable of an incredible 6.2-litres/100km. The petrol does 9.7.LUXURYAs expected, the GS is well endowed in the luxury department with a feature rich interior and soft leather upholstery in a wide colour range. Buyers can also chose from a range of fascia materials. And there's an optional 850 watt Mark Levinson audio system though the one fitted standard is excellent. The car gets Bluetooth phone and audio, ample rear seat legroom, smart key button start, multi wheel controls and numerous electric adjustments to the driving position and steering wheel. The F-Sport package brings bigger wheels, different bumpers and grille, rear boot spoiler as well as the four wheel steering and other performance and handling enhancements.DRIVINGWe must admit that this is the most performance oriented hybrid we've ever driven it really honks if you chose to drive it hard. But the 350 with F-Sport package is the one we prefer because it fulfils the role of sports sedan extremely well offering strong engine performance, rapid acceleration and excellent handling (particularly steering) in a good size package.The brakes are strong and you can wick the GS350 right up and revel in its sporty prowess. Rear wheel drive is a big plus because of the drive feel. An engine sound generator under the bonnet enhances the whole driving experience (not on the hybrid).VERDICTGets a big tick from us, certainly a move in the right direction on a whole lot of fronts particularly styling and performance.NEED TO KNOWA GS250 is under consideration.Slightly bigger than outgoing model.Has a skin rehydration system built into the aircon.Chassis laser welded.Low aerodynamic drag at 0.26Cd.

A near-death experience has finally breathed some heart and soul into the Lexus GS. The GS came very close to extermination after three unsuccessful attempts with cars that looked best at a retirement home, but now the mid-sized Lexus is genuinely worth considering against a BMW 5 Series or an E-Class Benz.It has a more macho look, a cabin that's not just a cushy lounge room, and the sort of driving enjoyment that's likely to make the F Sport models a real hit. Lexus still has to overcome buyer resistance when the new GS lands in Australia in April, but provided it can undercut the Germans on price - which means a basic bottom line just below $80,000, well under the $95,000 of the current car. The lineup is based on the GS350 with V6 engine that produces 28 per cent more power in a mid-sized five-passenger cabin, and the GS450h hybrid that also uses a 3.5-litre V6 but with a continuously-variable transmission and Prius-style powertrain.No-one at Lexus is talking about prices yet, partly because the car is still more than four months from Australian roads and partly because the company does not want to alert its German rivals to its plans. But it's fair to expect a pricing spread from just below $70,000 - for the GS250 that's still to be confirmed for Australia - with $79,990 for the cooking-model GS350 and something around $115,000 for the GS450h.The bottom line means good value, as a $80,000 sticker will really stick it to BMW and Benz, and there is a lot to like in a list of standard equipment that includes great leather and aircon, brilliant Mark Levinson sound, the usual alloys, and a giant colour display screen in the dash. It's just a pity that the need to please Americans with the world's biggest display has cost the rest of the world an eight-speed automatic gearbox...The price picture is still pretty muddled, as there is a lot of extra equipment on cars at the world press preview - including night vision, a drive-drowsiness alert, and the optional sports package with rear- wheel steering - but Lexus promises a big effort with the new GS. "We currently sell about seven GSs a month. We're aiming for 50," says Peter Evans, marketing boss at Lexus Australia. And there is room to move. "The two big guys do about 150 a month," Evans says reluctantly.Work on the GS has produced a long list of innovations, including what Lexus claims as four world firsts. They are a variable driving mode system, a 3.5-litre V6 engine that uses an Atkinson combustion cycle in the hybrid, a 'stacked' battery pack in the hybrid, and a dynamic rear steering on the hybrid.The air conditioning even uses 'nanoe' technology to clean, filter and add ions to the air. In Lexus style, the technology changes go on and on, covering everything from powertrain to safety and comfort. There is a lot to like, although it's not always easy to understand. DESIGN: All the noise about the GS is centred on the grille, which takes a new Lexus direction. It's a lot like Darth Vader's helmet and it gives the car a strong presence in traffic which is, sadly, not matched by a tail end that looks more like a Kia.The cabin, though, is great. The look is upmarket but still a bit youthful, it's good to see an old-school analogue clock in the dash - always a favourite with one-time Ford boss Jac Nasser - and the colour display works a treat. Lexus has also upgraded the materials in the car and that's lifted it away from the so-what look and feel of the previous GS models.The four-generation GS is certain to be a five-star ANCAP car and also has the usual suite of safety stuff you expect on an $80,000 car. There are no fewer than 10 airbags, including knee protection, as well as everything up to a blind-spot monitor, tyre pressure monitor, the drowsiness warning and pre-collision safety protection. It will be interesting to see how much of the safety stuff makes it too Australia, and how much is on the starter car, but the GS package includes a lot of Lexus firsts.So, it's Strike Two for the Lexus GS. The difference this time - and it's a big one - is that I can see the car. The first time I flew to the USA for some early kilometres in the new Lexus luxurymobile it was like driving with a blindfold. The car was real and almost totally complete, but wrapped in a giant leather sausage to hide it from the world.This time, I can see the bodywork and the clock in the centre of the dash is revealed. The clock looks pretty nice and the styling is pretty good, for a Lexus. The GS350 is a tidy drive that lifts the mid-sizer away from its tedious roots and up much closer to an E-Class Benz or a 5-Series from BMW. It's not as tasty as the Audi A6 I left behind in Australia, and it's not as tight as the Five, but it's pretty nice. Sliding across to the 450h, the car has plenty of punch and the right sort of green strengths for California. Sadly, although it goes like a V8 it sounds like a golf cart thanks to a CVT transmission that's tuned for efficiency and not much driving enjoyment.But there is real enjoyment in the F Sport cars, with active rear steering. Lexus has done extra tweaking since my first drive and the result is a car that is surprisingly swift, yet very fluid and easy to drive. The end result, including some drifting fun at a deserted airfield, is one of the most surprising drives of 2011.The new GS is way, way better than the previous models and a real tribute to the development team that broke it out of death row. It's one of the most impressive cars to wear a Lexus badge and is going to make BMW and Benz buyers think twice in 2012.Still a Lexus, but can be a surprisingly good drive and is loaded with goodies to make life enjoyable.

IT'S all very well coining your own equivalent to the fabled M and AMG performance badges of the German marques. Laudable even. And it's more than possible that the Lexus "F" line will come to be written in the same sentence as these.Certainly it's deserved. Still, that'll be then and this is now, and I can't help wondering whether the consonant "Q" isn't more apt - as in that old buffer's term for performance cars whose blazing light is hidden beneath a mild exterior.Visually it's almost as innocuous as your common or garden IS250. Indeed, to a very certain point, the revised and upgraded IS-F drives in the excessively polite manner of Toyota's luxury marque. And then ...VALUEIn this context - as a rival to BMW's M3 and Merc's C63 - we can begin to talk of a bargain.As is the case with even the humblest $56K IS, the F is priced considerably to the south of the nearest equivalent German and stuffed with standard spec, not least of which is a reverberating Mark Levinson stereo and a brilliantly intuitive touchscreen through which to operate all systems from satnav to aircon.TECHNOLOGYThis is a one-vehicle expo of drivetrain tech, sophisticated but sans the needless complications of the M3's myriad drive modes. You won't soon tire of the thrumming 5.0-litre V8. Fettled with dual VVT-i, dual injection (port and direct) and a dual-intake air system, it achieves 311kW at 6600rpm and 505Nm at 5200rpm, dispatching the 0-100km/h dash in 4.8 seconds.If ever you've wondered at the point of certain DSG-style transmissions, to say nothing of their (dys)function, the Lexus's eight-speeder clinches it in favour of the torque converter. Barely perceptible changes in Drive are sharpened when sport mode is activated.A meaningful manual mode - as in one that holds gear selections on redline - is accessed by flipping the gearstick sideways and going to it with the shapely paddle shifters, which also provide temporary manual overide in Drive.Let's hear it for the mechanical Torsen limited-slip differential that last year replaced the electronic device. This one actively redistributes torque instead of stifling power.Previously the IS-F's ride has been a boon to the dental and osteopathic professions. The suspension's been revised in a manner that acknowledges real-world conditions, and makes for a ride that's much more than tolerable even on Australia's third-world roads. Oh, it's still as firm as it must be but it's forgiving with it.DESIGNWe take a back seat to but a few when it comes to praise of the IS series, which is wise in the F model, because there's but two pews back there. No loss this -- the centre position is token. But for that, and what a colleague calls the "Ginza boy" carbon-fibre accents, this could be a much lesser IS with optional bling.Bespoke bits run to unsubtle quad exhausts and lovely smoky 19-inch alloys. The seven-year-old design means there's not a lot of room, forward or aft. The bloody sun roof leaves next to no space between a tall driver's skull and the ceiling. And why is there a driver's grab handle if not to bruise the right side of his fine, shiny cranium?SAFETYConsider the safety acronyms, active and passive, present and correct and the five-star crash safety rating a given. More pertinently, given there's 1700kg of 270km/h-capable sports sedan to stop, are massive Brembo brakes, six-piston calipers up front acting on 360mm x 30mm ventilated discs, and twin-piston calipers aft doing their thing on 345mm x 28mm ventilated discs.DRIVINGAnd, as we were saying, then ... But before just that, this year's IS-F is as amiable a commuting companion as could be wished for in a performance car. The pleasantly persistent engine growl is most unLexus-like and most welcome.You can live with it every day without arousing the inner beast. Indeed, the first time you introduce the throttle to the floor, there's a throat clearing pause, and then the fluorescent blue needle reaches 4000rpm, the engine roars, your passenger shouts "s---!", and you're leaning on the brakes at the end of the road  where you spend the next 10 minutes digging an iPhone out from under the seat whence its flown.With Sport engaged and the open road before you, this exercise is a bit more linear. Gears are held longer, the exhaust report is crisper and throttle response is livelier. The Lexus engages our favourite hillclimb of 15-25km/h indicated corners as though developed specifically for this stretch, sitting flat and true. The stability control cuts in deftly and aptly at such extremes as your humble servant is prepared to chart on public roads.VERDICTIt's quiet and capable then roaringly rapid, like a respectable salaryman given to 'roid rages. It's hard to find logical reasons not to want this Lexus.LEXUS IS-FPrice: $126,800Warranty: 4 years/100,000kmResale: 56 per centService interval: 12 months/15,000kmSafety: 6 airbags, ABS, EBD, BA, TC. Crash rating 5 starsEngine: 5.0-litre V8; 300kW/505NmBody: 4-seat sedanDimensions: 4580mm(L), 1800mm(W); 1425mm(H)Weight: 1700kgTransmission: 8-speed auto, rear-wheel driveEconomy: 11.4L/100kmAlso considerAUDI S5Price: $138,900Engine: 4.2-litre V8; 260kW/44NmTrans: 6-speed auto: AWDBody: Two door coupeThirst: 10.8L/100km"Looks good, feels good, but limited. A German muscle car"BMW M3Price: $149,000Engine: 4.0-litre V8; 309kW/400NmTrans: 7-speed automated manual: RWDBody: sedanThirst: 11.9L/100km"The most capable here but about to look old hat"MERCEDES-BENZ C63 AMGPrice: $150,980Engine: 6.2-litre V8; 336kW/600NmTrans: 7-spped auto: RWDBody: sedanThirst: 13.5L/100km"Wagnerian noise. Pass anything except a petrol station"

The last time I was in something worth $750,000 it had a bathroom and a pool. There are only 10 (the last being delivered in late 2012) of the 500-build-run LFA supercars hitting our shores - all are gone. Several owners (both dealers and private owners) have apparently sworn never to sell their Lexus V10 supercars. That is far from difficult to understand, even after only a handful of laps behind the wheel.Carsguide was given an all-too brief opportunity to slot in behind the blue and black leather-wrapped carbon-fibre wheel (complete with a bit of ballast in the flat bottom) of the Lexus "demonstrator" at Sandown raceway in Melbourne.Having listened to its V10 soundtrack echo across the racetrack, the anticipation was palpable - there's something about the odd-numbered Vee configuration that has a real edge to it, the BMW M5 being the other example.The aesthetics of the car - which boasts a make-up of 65 per cent carbon-fibre, 35 per cent aluminium - are a little more demure than the manic soundtrack - it's a supercar, to be sure, but devoid of the styling lunacy that marks some of its supercar brethren, in fact more than a couple of people saw hints of circa-1990 Celica.A decade in the making, Lexus are aiming for an emotional response from this car and the models to follow - instilling LFA DNA into the rest of its range.If they can get one-tenth of the drive experience into other F and F-Sport models, it will make life interesting for BMW's, Audi's RS and Mercedes-Benz AMG.Low, sleek and brooding, the LFA still has presence, more subdued than maniacal, at least until the V10 is fired up and angry.So sharp is the rev response to the right foot as it prods the floor-hinged throttle (made from a single piece of aluminium) that the LFA needed a digital tacho needle for the flick to the 9000rpm redline, so Lexus says.As the revs rise the soundtrack is straight from the F1 V10 era - who says the Toyota's squillion-dollar spend on F1 was a waste of money?It's a V10 that takes up the same space as a V8 and claims fuel economy of a V6 - the 4.8-litre V10 engine pumps out 412kW and 480Nm of torque - serious supercar numbers, no doubt - for a sprint to 100km/h in 3.7 seconds on the way to a 325km/h top speed.The two straights at Sandown were enough (even with a makeshift chicane on the back straight) to top 200km/h, even with an ISF in front to prevents acts of tomfoolery sending the 1540kg LFA (and maybe its occupants) to an early grave.Other numbers to absorb in the pits when not behind the wheel included ninety per cent of peak torque available from 3700 through to the 9000rpm red-line, a spoiler that has a mind of its own and near-perfect weight distribution.All this is sinking in as we leave the pits, flicking the right-hand paddle for upshifts and slotting back through the sequential manual gearbox with a metallic "tink" with every shift - the 0.2 sec cog-swaps are quick but can be brutal at full-throttle.The gearbox is smart enough to offer seven gear-shift speeds and four driving modes - Auto, Sport, Normal and Wet - which tailor stability control and other parts of the drivetrain to suit.I'm sitting next to a racing driver - US pedal-man Scott Pruett is telling me where to go, so to speak - and I'm under no delusions as to my chances of a full-time drive in a race team - none. Pruett later demonstrates the considerable yet un-fussed talents of this remarkable vehicle at upwards of 230km/h, but for now he's sitting somewhat(?!?) comfortably in the passenger's seat.I have enough room for a helmetted-head (something the ISF with sunroof wasn't as obliging with) and a comfortable driving position. But pinging through the corners and scorching up the straights, the LFA feels vice-less - it's well-planted, the ride isn't abysmal, the LSD-equipped rear-end feels less mischievous than the ISF sedan and yet the body sits ridiculously flat.Under brakes - enormous carbon ceramic discs with six and four-pot calipers - the LFA feels like its dragging its rump on the track, pulling up with considerable force and little diving from the snout. All that safety equipment - including the first airbag-seatbelt airbag - is a pleasantly re-assuring back-up to have when droplets are sometimes hitting the windscreen, but it feels far from required.LFA chief engineer Haruhiko Tanahashi says the development of the LFA was a challenge."The goal of obtaining an unprecedented level of sensual and emotional appeal required not only a high-revving engine, or impressive aerodynamics - it required passion. What we needed was a vehicle that moved its driver in more ways than one, a vehicle that stirred each of the senses," he says.They have succeeded - it's a pricetag beyond the ridiculous for most, but as an R&D exercise, a performance leader and a marketing halo for the Lexus brand, it is worth plenty.

The Lexus RX330 was an SUV with the lot aimed not at those who want to blunder through the bush, but was instead aimed at those with a taste for luxury.It arrived in 2003 and was widely hailed as the best luxury SUV on the market. It was a high-riding, five-seat medium-sized wagon that was well equipped with heaps of luxury features, comfortable and quiet, as befits a luxury brand.The smooth 3.3-litre engine was a willing worker, doing its best stuff at higher revs, but if there was a criticism it was that it lacked a little grunt down low. Despite that the performance was good. Reflecting its position in the market there was just the one transmission option, a five-speed automatic with sequential shift. There was no manual transmission on offer, but the sequential shift function allowed the driver to change gears manually. Final drive was through all four wheels all the time, which came into its own on wet or loose surfaces.The Lexus didn't have a low-range crawler gear and its ground clearance was somewhat limited, so it was not an off-roader capable of climbing rocks or ploughing through sand.On the road the steering was light, the ride comfortable and the handling safe and sound without being sporting. Inside it had leather trim, climate controlled air, cruise, remote central locking, power front seats, power windows, and six-speaker CD sound.IN THE SHOPLexus came into the market on a promise of above average build quality and has generally lived up to that boast. While that has generally translated into enviable reliability and durability it's always a good idea to conduct a thorough check of any car you're thinking of buying. Ask for a service record to ensure the maintenance has been kept up as recommended. The cam timing belt change is due at 150,000 km, which means early examples are coming up to that service.Most, if not all RX330s, will have been confined to family duties around town, but it's a must that you get underneath and check for evidence of off-road use. If you think a car has been used off the beaten track continue shopping. The RX330 came packed with features, all of which should be operated to make sure they still work. Fixing them later on can be expensive.IN A CRASHThe RX330 is well equipped to handle a crash with seven airbags, ABS brakes and stability control. All up it was good enough to win a four- star tick from ANCAP.UNDER THE PUMPSize, weight and all-wheel drive all work against the RX330 when it comes to fuel consumption. The official claim was 12.3 L/100 km on average, which gives a bit of a hint to what you could expect in real life. Regular unleaded fuel made life a little easier, and E10 was approved to open up further savings.AT A GLANCEPrice new: $69,990 to $78,500Engine: 3.3-litre V6; 172 kW/328 NmTransmission: 5-speed automatic, 4WDEconomy: 12.3 L/100 km Body: 5-doos wagonVariants: Sports, Sports LuxurySafety: 4-star ANCAP

There are just a handful of Lexus LFA supercars running around in Australia but already, the Japanese luxury car maker has launched a performance-enhanced model named after the legendary Nurburgring race track in Germany. It's called the LFA Nurburgring Edition and is a more track-focused version of the LFA -- if that's possible. Only 50 will be made.Where the standard LFA runs a 412kW/480Nm, 4.8-litre V10 engine, the Nurburgring model is pumped up to 420kW with the same torque output. The compact, dry sump V10, hand-built in two days at motorcycle manufacturer Yamaha by one of four engine builders, features cylinder heads by Yamaha and a block from Toyota.Yamaha has a long association with Toyota, Lexus' parent company. The LFA engine uses high quality forged pistons, valves and conrods and has direct fuel injection among a raft of high tech' features. It's fitted front/midships and is connected, transaxle style, to the rear-mounted six- speed automated manual transmission by a carbon fibre torque tube. This gives the rear drive LFA an ideal 48/52 balance front to rear. Engine redline is 9000rpm.Both the standard and Nurburgring models are capable of despatching a 0-100kmh dash in around 3.7 seconds and top out at 325kmh. This is slap bang in supercar territory and up with the latest from Ferrari and Lamborghini.The fully kitted standard model weighs in at 1580kg, the Nurburgring model is 100 kegs less. It has more down force courtesy of a large, fixed, rear carbon fibre wing, winglets on the front bumper, larger front spoiler, low 100mm ride height and carbon fibre interior trim.The double wishbone front and multi link rear suspension has been slightly retuned with stiffer responses. Lexus didn't hold back on quality components for LFA equipping it with carbon ceramic front discs of 390mm diameter with six piston calipers. The rears are slightly smaller with four pistons. Forged alloy 20-inch wheels run Bridgestone high performance rubber and the KYB dampers feature remote reservoirs for superior and consistent performance. Buyers score race tuition and a year's pass to drive the Nordscheleife (Northern Loop) of the Nurburgring.LFA is an incredible car from a technical standpoint because apart from the mind boggling engine with arguably the best exhaust note in existence, it is 65 per cent carbon fibre with the majority of the chassis and body in the stuff. The rest is aluminium. Lexus attaches the two materials to each other with aluminium brackets baked into the carbon fibre.Special carbon fibre ovens and techniques to handle it were developed during the 10 year LFA program which started in 2001. Initially, the car was to be all aluminium but this was changed in 2005 to carbon fibre. Lexus makes 20 LFAs a month with total production amounting to only 500 units. It is a loss making enterprise for Lexus which obviously places greater value on the publicity and new perceptions LFA will generate.Marking the arrival of the Nurburgring Edition was a special test week held at the Nurburgring to which we were invited and allowed five unfettered laps of the 21km Nordschleife. It was like a bucket-list tick off for anyone with benzene in their veins - a supercar drive at the world's most demanding race track with 140 plus corners and a fearsome reputation. With a degree of trepidation, we sprung out of pit lane in the orange projectile for a pilot lap behind a Nurburgring specialist leading in a Lexus ISF.This 'sighting' lap took around 9 minutes and then it was over to us. The LFA is near perfect weapon for the Nordschleife because it has almost endless power and torque, controlled and responsive dynamics and brakes that never go away. We would be ripping up to a tight turn at warp speed and simply stab the brakes, flick the wheel a touch and the LFA was around and the right foot was (re) planted to the firewall.It steers with such precision and has such prodigious grip that an accompanying Lexus ISF race car looked like a bucking dray. But that's not fair, the LFA is a tame race car built to impeccable standards while the ISF is a weighty, sports luxury sedan. It's intersting that none of the owners of the first run of LFAs has taken it on a race track. Shame, but word has it that some of the 10 Aussie LFA owners will break the cycle - here's to them.

The CT200h is unchartered territory for the Toyota's luxury car arm. It's both a hatch and smaller than anything that Lexus has produced so far. The drive train is also skewed towards economy rather than performance, in contrast ot its other hybrid offerings. But the larger 2.4-litre based hybrid system from Camry may find its way into the car, if the recent appearance of a concept with this power train at the famous Nurburgring is any indication.The Lexus CT is turning heads and could easily become the biggest selling car in its segment, as well as the biggest selling Lexus based on price alone. The main focus of the CT, it's raison d'etre is to lure younger buyers to the brand. Being a hybrid, it offers an important point of difference between it and its European rivals. Until now, the only Lexus that has been vaguely attractive to the Gen-Ys has been secondhand examples of the sporty IS sedan.Priced from $39,990, the five-seat hatch comes in four grades, Prestige, Luxury, F Sport and Sports Luxury.  Our test vehicle, the flashy $49,990 1.8-litre F Sport model is not surprisingly proving to be most popular. Climate and leather with heated front seats are standard. Driver's seat is power adjustable and the F-Sport adds 17-inch wheels and sports suspension. Also gets satnav, Bluetooth and killer 10-speaker audio.It's all about the tech. Lots of LEDs used to reduce power consumption. Gets 5 stars from the Government's Green Vehicle Guide, same as a Prius with a C02 output figure of just 95g/km. One of the most interesting aspects of the car is the drive mode system that alters throttle response, electric-drive voltage and steering feedback, as well as the stability control parameters when switched to sport mode. Just so you won't have any doubts about which mode you're in, the ambient lighting changes from blue to red when the driver selects sport mode and the eco meter magically changes to a rev counter, unless cruised is activated.CT stands for compact technology. The car sits on an all-new platform but employs the same hybrid powertrain as Prius, with a 1.8-litre four-cylinder petrol engine along with an electric motor to give it some extra oomph when needed. Unlike other Lexus models, drive is through the front wheels with a continuously variable style CVT transmission.The combined output of the two motors is a conservative 100kW but it performs better than the figures might suggest. The car's biggest selling point is, of course, its fuel economy, officially rated at 4.1 litres/100km (less than a Prius). We got 554km from our first tank at a rate of 5.8 litres/100km.Electronically controlled anti-lock brakes, with brake assist and electronic brake force distribution. Also gets stability, traction and hill-start assist control. Comes with a total of eight airbags, including knee bags for both the driver and front passenger. Also the first Lexus with a rear seatbelt monitor system. This model comes with a reversing camera for added safety.Hasn't received a rating from Australian NCAP yet, but has achieved 5 stars for safety in European crash tests.Here's a chassis that's crying out for something more. Tackles corners with confidence and composure, but you have to put the boot in to get the best out of it. Has a small 45-litre fuel tank and prefers premium unleaded which gives it a range of over 1000km.The switch to performance mode makes a significant to throttle response, releasing more power to the electric motor. In sport mode, the stability system allows some slide to fully exploit the vehicle's dynamic abilities.Not bad. Quiet and comfortable. More likeable than we anticipated. Certainly stands out in electric blue with black alloys. Rides and handles well but a little more power would be lovely — you can't argue with the economy though.

A top-secret Lexus in a burqa is not the sort of car you get to drive every day. When that Lexus drive time is also more than six months ahead of the car's showroom start, and even two months in advance of its first public appearance, things take on a very different slant.That's because Lexus knows its all-new GS, the car you cannot actually see beneath the full-coverage black camouflage, has to work. The newcomer is aimed at the same sort of people who were expected to buy the current car - successful 30-40 year-olds who might usually favour a BMW 5 Series or E-Class Mercedes - but drove away in droves.In fact, even Lexus now admits the GS is a failure at all levels - from driving enjoyment to sales. "Giving the new GS a more fun-to-drive character was the prime objective. We wanted a more fun and rewarding drive," Koji Sato, deputy chief engineer on the GS, tells Carsguide during an exclusive preview drive at Pasadena on the outskirts of Los Angeles. "We have created a sharp and responsive driving experience. There is a more connected driving experience," he promises.So the new GS is intended to deliver for people who want more than just a pair of automotive slippers for their retirement years, and Lexus is calling 11 journalists from around the world for an early taste test. It has fingers crossed for ticks in boxes.The plan is simple: a background briefing and then a fling around a carpark test course before several hours of on-road driving that varies from typical California freeways to give-and-take canyon roads which are fun driving and expose the weaknesses in most cars. But first - time in the current GS. The reminder driver is a refresher on a car that's a Camry in a formal suit.It drives more like a boat than a car, is quiet but not particularly comfortable, and ticks all the expected luxury boxes without having any personality. To sum up, today's Lexus GS is a yawn. And then I catch sight of the two burqua-wrapped prototypes promising the biggest change at Lexus since the arrival of the original compact IS.It's hard to rate a car so far from showrooms, but Lexus promises a sharper price than today's GS. The current lineup starts with the GS300 Sports from $97,814 but Carsguide is expecting the newcomer - even with a larger 3.5-litre V6 engine - to drop into the eighty-something price bracket.Value will also be boosted by everything from an 18-way electric adjustable driver's seat to what is claimed as the biggest full-colour display screen in the car business today. The California drive points to an extension of the current two-model run with the GS300 - sports and luxury, with the sports model getting a bunch of new stuff including active rear-wheel steering - with a run of other models to come including a new 450h hybrid and an F-Sport sports hero.The remake of the GS goes right down to the chassis, which is more rigid in the new model for improved safety and a better suspension platform. Lexus is keeping quiet on the finer details, but the California cars come with new suspension, upgraded 3.5-litre V6 engines - most likely with around 233 kiloWatts - and everything from adaptive variable suspension to dynamic handling with rear-wheel steering, and a stability control system that can be turned off.There is also a new exhaust system that's claimed to be noisier and a slipperier body. But the biggest driver benefit is Drive Mode Select - a bit like the switchable chassis-engine control we've seen from Subaru - that has three settings from maximum comfort through to maximum grip and feedback.We've seen the Lexus GS concept, which is Carsguide Car of the Show from the Australian International Motor Show at the start of the month, which gives a close pointer to how the production car will look. But the California burqa, and a bunch of other cabin camouflage, means we cannot give any sort of on-the-spot assessment. When I try to zip back part of the burqa body panels, briefly catching a glimpse of a dark-blue guard, a Japanese security guard rushes in to stop me.I know the car has a clock in the centre of the dash, with a new-age sound system, but everything that's remotely interesting is covered in thick black tape. Still, the boot is now a giant and handles four golf bags - up from two - and even the driver's footrest has been enlarged. The security measures on the GS run deep, and we cannot even begin driving until flaps over the door handles are locked down. When an inquisitive Californian stops to ask what movie we're filming, he is nearly mobbed by the over-eager protection team.The new GS is certain to be a five-star car, but there are none of the high-tech safety systems promised by Toyota in the past week. So the GS gets past with things like cabin airbags, ABS and ESP and brake assist, and probably with active cruise control, but not the radar or laser-guided pedestrian protection and anti-crash systems first seen at Volvo and Mercedes-Benz and coming soon in the EyeSight package at Subaru.The back-to-back comparison between the current and future GS cars shows the difference between how the car is, and how it was supposed to be. And will be. The newcomer is sharper in every way, from the driving position - which finally gets you down lower into the car with more support for corners - to the steering response and even the ride.There is more control, more feedback and - consequently - more enjoyment. Is the GS a real rival for the 5 Series, our current class benchmark? We will not know until a Carsguide drive on familiar roads, but the signs are good.The new GS sprints around the handling course at Pasadena and can even be pushed into a full-on drift through corners. That's new for any Lexus short of the IS-F hotrod. The car with rear steering goes even further, with BMW-style response to the steering, great balance under brakes, and a can-do attitude that makes driving fun. It definitely can handle more punch than I'm getting from the 3.5-litre V6.Out on canyon roads, the rear-steer car is really sporty and quicker than I expect after earlier GS experiences. It's a car with surprise and delight. The 'standard' car, most likely the Luxury model for Australia, is less enthusiastic but better than today's Sports model. It needs to be eased along, but is nice enough.There are lots of things to really like in the new GS - from the chassis balance to the giant colour display screen and a huge boot - although the seats could still be better and Lexus has failed to deliver the claimed exhaust rort. If Lexus Australia can hit the right price then the GS will be back from the dead.Even without seeing the final styling - or the cabin finish, for that matter - the new GS is impressive. It has hit almost every target set by Lexus for potential buyers, and gets a Carsguide tick. But it's only a three-star car until we can get it home for a real drive, and some comparison work against BMW and Benz. It could improve and it's very unlikely to slide. What's best is that Koji Sato is passionate about the GS and building a car that is rewarding to drive, not just another automotive appliance that keeps you cool but leaves you cold.

TO have a chance of working, the Lexus CT200h has to be the most convincing hybrid yet, and in many ways it is.Although it relies on Prius technology, it distances itself by being, in every other respect, a mainstream pitch at the small luxury buyer.Unlike the Prius, it's attractive inside and out. The exterior design doesn't shout "alternative'' and the inside doesn't feel as if it's made from recycled plastic bottles. There's a freshly styled dash and, overall, it mimics the cockpit feel of the IS junior executive, which is a plus.Against its rivals, the super frugal A3 1.9 TDIe or BMW 118d, it's slightly heavier but a little less thirsty.If it were more expensive, as hybrids have been in the past, then it would attract only buyers committed to the technology because it would take forever to recoup the difference at the pump. By taking the premium out of the price, Lexus has levelled the playing field.It also has sharpened the driving experience itself, with pleasing steering and likable dynamic qualities.The downside is a firm ride that may not offer enough bump absorption for grumpy commuters and, on some roads, quite a lot of tyre noise.Otherwise, the interior is fairly refined and comfortable. Roominess and cargo space are unlikely to rule it out, and there's an equipment level befitting this type of car with some technology -- such as a pre-collision safety system - new to the segment.However, Lexus hasn't been completely successful in writing the driveline out of the equation. Out of sport mode, it lacks responsiveness and no one would accuse this car (or its diesel rivals) of being quick.It's too much to expect an appealing engine sound at this level, but there is something especially unpleasant about the noise of four-cylinders under load driving through a continuously variable transmission.Of course, CVTs are not unique to Lexus and its diesel rivals are hardly music to the ear.So in one crucial respect this car is exactly like the Audis and BMWs about this price: in each case the driveline, frugality apart, is the weakest link.LEXUS CT200H Price: Below $50,000Engine: 1.8-litre four-cylinder petrol and electric motorPower: 100kW at 5200revsTorque: 142Nm at 4000revsTransmission: Continuously variable automatic, front-wheel driveFuel economy: 3.8L/100kmEmissions: 87g/km

THIS is a review of a luxury ambulance ... or maybe it should be titled how I went from rider number 7 to patient number 6040789 to 1831km in an RX450h.It's a long story, but the summary is this: I crashed on a bike launch in Victoria, ended up in a Melbourne hospital and couldn't fly home because of a lung puncture. So my wife flew down to drive me 1831km home to Brisbane.My boss offered me a Lexus RX450h which was ending its time at Carsguide on a long-term test. Lexus kindly obliged to the extra kilometres.Unless it had air suspension, it couldn't be a better "ambulance" for the long haul.So now there is one more use for this Toorak Tractor other than conveying the cherished ones to private school, rugby practice or ballet lessons.VALUEValue? Invaluable to me with painful chest and back injuries! The hybrid Lexus comes in three models, Prestige ($89,788), Sports ($96,787) and Sports Luxury ($108,900) which we drove.The top model comes with everything so the only option is 19-inch tyres. That's still about $10,000 more than the petrol model, but it has the best car audio system you can get - Mark Levinson audio system valued at $3000.There is only one other hybrid luxury SUV to compare it with and that's the Porsche Cayenne Hybrid S at $160,800. However, most buyers would also consider diesels such as the Audi Q7 ($88,614- $254,814), BMW X5 ($92,100-$113,300) and Mercedes-Benz ML ($85,780-$92,425).TECHNOLOGYIt's a hybrid, so it's powered by a 3.5-litre V6 petrol engine with an electric motor and a host of environmental and fuel-saving technologies.That alone is plenty of technology, but it also features adaptive cruise control, head-up display, satellite navigation, dusk sensing xenon headlamps with cornering function, rain-sensing wipers, front and rear parking sensors, six-CD/DVD tuner, Bluetooth, self-folding electric wing mirrors with puddle lamps, power windows, electrically adjustable seats and steering column with three memory settings, heated and ventilated front leather seats and a mouse-style controller for the infotainment system.Our test model was more than a year old so it didn't have the USB connectivity it now comes with.SAFETYPart of the technology overload are the safety systems that put my injured frame at ease. It comes with several safety systems to prevent a crash and minimize damage and injuries in a crash: pre-collision system, vehicle dynamic integrated management, and intelligent adaptive front lighting system. There are also 10 airbags, a reversing camera and a host of electronic aids with acronyms such as ABS, EBA, EBD and ESC that keep it on track.DESIGNI've always liked the slightly curvy, feminine lines of the RX, Q7 and Cayenne. To me they are a refreshing change from the chunky, macho X5 and ML. The RX450h has styling features to differentiate it from the RX350 petrol models including a turbofan-style grille, blue-trimmed Lexus hybrid logos, blue tinted tail lamps and AFS LED headlamps.Step inside and you can't help notice the illuminated blue "Lexus" on the doorstep. The rest of the cabin is similar except for the added features. Everything is practical, tasteful and comfortable.DRIVINGTo me the most important features were the comfortable and quiet cabin, and the long-travel suspension with double wishbone rear for a nice, plush ride. And on the Hume Highway's concrete joins, the bumpy roads north of Albury and Newcastle, and the road works between Coffs Harbour and Byron Bay, it was a blessing. However, to most buyers the most important thing is the fuel economy from the hybrid powerplant.Hybrids are really most frugal when they are in city stop-start traffic where the petrol engine is used minimally. On the highway, the electric motor is hardly ever deployed. Lexus quotes highway fuel consumption figures of 6.1 litres per 100km. With very little city or suburban driving, we used a total of 148.3 litres which is an average of 8.1L/100km.It's difficult to write a road test of a car I hardly drove, but my wife's comments are pertinent.She said it drives "like a car". She also liked the head-up display which shows speed and satnav directions on the windscreen in front of the driver, but she said her Polaroid sunglasses negated the images. She liked the adaptive cruise control, but in heavy rain they stopped and the screen said "cruise control not available". She didn't like the wood and leather steering wheel. She said the wood became hot and sticky in the sun and slippery when cold. She also found the rain-sensitive windscreen wipers unpredictable.I like the convenience of the 12V power outlet, the easy-to-use mouse-style controller for the infotainment system and the neat storage under the centre console. When I finally got to drive the Lexus for short distances under doctor's orders, I found the driving position easily adjusted to suit. I also like the way the seat and steering wheels move away when you want to get out of the car. With its hip-high seats, it is also easy to get in and out without having to squat or pull yourself up - great in my condition.LEXUS RX450hPrice: $108,900Warranty: 4 years/100,000kmResale: 90%Servicing interval: 15,000kmEconomy: 6.4 l/100km; 150g/km CO2Safety equipment: 10 airbags, ABS, EBD, stability controlCrash rating: 5 starsEngine: 220kW/317Nm 3.5-litre V6 petrol and electric motorTransmission: Continuously variableBody: 5-door, 5 seats Dimensions: 4770mm (L); 1885mm (W); 1720mm (H); 2740mm (WB)Weight: 2205kgTyres: 235/55 R19Spare: Full-size spare an option