Lexus Reviews

A small slice of spring sunshine cuts through the winter chill this week.It comes from the Lexus IS 250C, a droptop with a difference. Or two.For a start, it has four roomy seats. And it is relatively affordable with pricing from $79,900. And it proves again that Lexus really can do good cars, even if they don't have a BMW or Benz badge, when it moves away from Japo-bland.The hardtop convertible is surprisingly taut and enjoyable to drive, even if it could do with a bit more punch. And some extra boot space when you're running top-down.The C is the second stretch from the Lexus IS, following the grunty, V8-powered IS-F. It should have been the second and third, because the original plan was to build both a coupe and a cloth-roof convertible from the basis of the four-door sedan.But smart thinking, a bit of customer research _ and a second look at the budget _ showed Lexus that convertible customers really want a coupe which can do an origami transformation to open for the sun.So the 250C got the go-ahead and project boss Kiiechi Yoneda, a body expert who is also responsible for the carbon fibre work on the upcoming Lexus LF-A supercar, decided immediately to go for an inhouse roof job with three panels and electric operation. And an overkill on stiffening."Our development concept key word was 'open'. And we wanted to maximise the driving pleasure with the roof down," he says in Australia this week."As you would expect, we started the design from the top down. And all exterior parts, except only four parts - bonnet, headlamps, door mirrors and door handles - were designed exclusively for the ISC."So the second Lexus after the SC, a lamentable soft cruiser, is intended for people who enjoy driving and not just parking or posing.That's why it has - count them - seven body strengthening panels below the floor, a tail end set to minimise cabin buffeting, and a suspension system which has been comprehensively tweaked from the basic IS.There is a weight penalty of around 130 kilograms over the sedan, with 60 down to the roof, another 60 in reinforcement, and 10 kilos in things like the luggage cover and folding rear headrest.The mechanical package is familiar and proven, from the 153 kiloWatt 2.5-litre V6 engine to the six-speed sequential automatic gearbox and rear-wheel drive. Suspension is fully independent and there is anti- skid braking, ESP stability control and more.There are three models in the ISC lineup, starting with the Prestige and moving through Sports to Sports Luxury at $99,900. The numbers give the car at least a $15,000 edge over its realistic rivals, led by the BMW 3-Series convertible, and Lexus is talking tough despite only aiming for around 25 sales a month."I like to think our competition is just over-priced. Our pricing is not apologetic, it's realistic," says Lexus boss, John Roca."Unlike our rivals, we've long believed that consumers need simplicity in their ownership and purchase experience."DRIVING The ISC is a good car. It drives well with the top up and with the top down there is almost no shaking or wind rush.This comes as a major shock after the SC _ which makes the hairdresser's Celica look like a muscle car _ and because Lexus could easily have shortcut and cashed-in a price advantage over its European rivals from Audi, BMW, Benz, Saab and Volvo.Instead, the car looks different enough from a regular IS to turn a few heads, the quality is right on the button, there is good space inside and the droptop conversion is seamless and effective.The attention to detail even runs to an electric passenger seat which operates twice as quickly as a four-door IS, to make rear-seat access quicker and easier. And the back seat really has space for two adults.The car was even tested in Australia to check its dust sealing and rigidity, on a trip last year when Yoneda learned that blowflies do not taste good.Still, the roof will only fold when you are completely stopped and the top-down storage is not good. It might be as good as its rivals but it looks like you're short-changed when you lose so much from the top-up luggage space, and when Lexus admits there is a package for luggage in the back seat.The ISC gets along well enough, with a neutral handling balance and solid brakes, although the ESP steps in far too early in corners and the automatic gearbox still wants to take control with automatic upshifts when you want to hold a gear for corners.Sporty drivers would appreciate the 3.5-litre engine, which could be coming, but the 2.5 makes it a well-balanced package.The ISC feels like a coupe with the roof up and loses very little in strength when it is down, with just a minor tremor through the body over corrugations and zero loss of suspension control through bumps and undulations. There were a couple of minor creaks in the press preview car, but nothing which could not be cured with a visit to a Lexus-style technician.Best of all, when you put the top down there is only very minor wind ruffling up to 110km/h and you don't have to shout at your passenger.The new Lexus is a match for the best in its class on all the important convertible points and, for the price, it is a clear winner.Lexus IS 250C Price: from $79,900 to $99,900Engine: 2.5-litre V6Power: 153kW/6400revsTorque: 252Nm/4800revsTransmission: six-speed automatic, rear-wheel drivePerformance: top speed 210km/h, 0-100km/h 9.0sEconomy: 9.3L/100kmEmissions: 219grams/km

Few and far between they may be but the sheer joy and, sometimes, childlike delight they elicit make so much of the rest of it worthwhile.The great thing is that they need not be earth-shattering — nor even particularly practical — they are just memorable for being what they are.The first experience of Saab's delightful dancing cup holder that, when freed from the dash, pirouetted and opened with all the grace of a prima ballerina is just one example.A more recent — and practical — example is the joystick control centre in the new.Tagged the Remote Touch system, the control toggle for what were previously touch screen functions is intuitive, elegant and a no-brainer for anyone who has ever used a mouse.It uses the principle of physical feedback through the toggle to alert the user when the cursor has moved over an active command area of the screen.The strength of the clunky feel and audible click — a combination known as Haptic feedback and used by gamers, mobile phone manufacturers and surgeons operating by remote — can be adjusted for sensitivity.So ergonomic and just plain touchy-feely is the toggle and mouse button arrangement that it is hard not to play with it just for the fun of it.There are lots of other nice things about the upgraded RX350 — standard satellite navigation, reversing camera, side view camera (mounted in the passenger side door mirror), adaptive headlights, a heads-up display for speed and navigation controls — but the headline act is the toggle and mouse show.Improvements to the RX350's 3.5-litre V6 have lifted its output to 204kW and 346Nm, with the engine now coupled to a sequential-shift six-speed transmission replacing the five-speed shifter from the previous model.Those engine tweaks and the extra ratio, according to Lexus, are more than enough to offset extra weight from extra equipment, giving the RX350 an official fuel economy rating of 10.8L/100km, down from 11.2L/100km.Unfortunately we didn't see anything like that during the test run with an average north of 12.5L/100km closer to the mark, although that was predominantly in city traffic.AWD for the RX350 is a full-time active torque control system with drive to the front wheels until wheel slip is detected then torque is delivered to the appropriate corners.While the car is almost exclusively going to spend its life ferrying the well-heeled around town, the clever torque-shift system is certainly capable of some light off-road work and adds a layer of control on wet tarmac surfaces.That is on top of a safety package that includes a fully integrated stability control system (vehicle dynamic integrated management), pre-collision system — which tightens the seat belts and adds urgency to the brakes when a bank of sensors determine a crash is imminent — and 10 airbags.Trim levels are what we have come to expect from Lexus. There are swaths of nice leather, some shiny plastic wood bits and a generally refined and whisper-quiet environment in which to move from point A to point B.The lightly bolstered seats are comfortable, both heated and cooled and have 10-way electronic adjustment with memory function.Front passenger space feels generous but that impression slips when you move to the rear seats. The main offender is head room, where the price is paid for the styling of the roofline which makes the car look less boxy than some key rivals. There is reasonable space in the boot with no pretence to a third row of seats Dynamically the RX350 can hold its own with most of its SUV competitors.The ride is comfortable without being plush and stable enough to handle some enthusiastic driving.While the suspension keeps the RX350 from being roly-poly the steering is a little too ‘playstation’ and rather devoid of feedback.The engine delivers good power and urge without hunting up and down the ratios, making for a fairly relaxed drive experience.The Bottom line: If you must have an SUV you may as well have one with a really cool feature.

And there is likely to be more of it so with all the top resorts reporting big falls of crisp fresh white stuff, enthusiasts are dusting of their ski gear and talking snow talk.Carsguide this week takes a look at some of the newer off-roaders and others we think are some of the more desirable partners in snow.NISSAN DUALIS Price: From $28,990IT is a big seller overseas, but the compact Dualis has been slow to take off with buyers here.But it is a competent snow companion. It's not too big, nor too small, has composed on road manners and reasonable soft-road ability.In keeping with the current crop of smaller off-roaders, the Dualis has a wagon-style design, upright driving position and cabin that will swallow a decent amount of gear.The rear seats split fold 60/40 and the four-wheel drive system has a lock function that splits drive 50/50 front and rear when the going gets tough at lower speeds.The Dualis is powered by a 102kW/198Nm 2.0-litre four that delivers acceptable, but not outstanding performance.The Ti gets standard stability control, six airbags and heated leather front seats.Tick: Compact styling.Cross: Still relatively unknown. VOLKSWAGEN TIGUAN Price: From $33,990THE Tiguan is essentially a grown up Golf and takes on all the attributes of its smaller brother, adding all-wheel drive into the mix with a choice of 2.0-litre petrol or turbo-diesel engines.It's slightly longer than the Golf and comes with the 4Motion Haldex all-wheel drive system.There is no low range but the Tig will get you out of most trouble in the snow.One of the impressive things about this off-roader is its handling. Anyone familiar with the Golf will be perfectly at home.Like all VW's the Tiguan is well equipped and gets standard stability control, six airbags and optional hill-descent system.Roof rails are standard and you will need them for a luggage pod because boot space is limited. However, the rear seats do fold almost flat. If you specify leather, the front seats are heated.Tick: Badge and handling.Cross: Luggage space and firm ride. SUBARU FORESTER Price: From $30,990LIKE the previous model, the Forester is a top seller and popular among skiers.The new-generation wagon answers the criticism of limited luggage and rear seat legroom by being bigger and even more practical.However, by growing 90mm in wheelbase and up in overall size the Forester has lost some of that on-road precision that marked the previous model as a standout. Some aspects of the cabin, like the dashboard execution, are not of the quality we expect from Subaru either.Pluses are its size and 2.5-litre boxer four cylinder engines. Subaru build quality is generally good too, as is the constant all-wheel drive system.The Forester has a five-star crash rating and raft of safety features that includes anti-skid brakes, stability control and brace of airbags. Manual Foresters get hill-start assist, which stops the car rolling backwards while first gear is engaged.Tick: It's a Subbie.Cross: Soggy SUV feel. RENAULT KOLEOS Price: From $29,990TO dismiss the Koleos as just a French car over the top of Nissan mechanicals is missing the point.The Koleos is well executed, solid and safe. It has six airbags, stability control and hazard lights that come on after an emergency stop.The "All-Mode 4x4i" all-wheel drive versions also get hill-start assist and hill-descent control.In auto mode, the torque split between the front and rear is automatically determined by the amount of available grip.Entry models are two-wheel drive while all-wheel drive buyers get a choice of the smooth Renault-sourced 2.0-litre dCi turbo diesel or 2.5-litre Nissan-sourced petrol four cylinder.There's plenty of room. The rear centre armrest is removable to allow skis to be pushed through and there are storage bins under the front seats and rear floor.Like the Tiguan, the range topping models with leather get heated front seats.Tick: Better looking than an X-Trail.Cross: Renault badge. AUDI Q5 Price: From: $59,900IT seems that just about any vehicle Audi launches at the moment is a sellout.The Q5 is one of them.Smaller than a Q7, the Q5 has the same off-road attributes in a smaller sharply styled package with good luggage space via the 40/20/40 split rear seats and optional cargo barrier that separates luggage.Two petrol and two turbo diesels are available and the S-tronic seven-speed gearbox contributes to good fuel figures.Audi's permanent quattro all-wheel drive system splits torque 40/60 front and rear, which gives the car relatively neutral handling.For those looking for something bigger, there's the A6 Allroad and the Q7.Unfortunately Audi is becoming just like its German rivals BMW and Mercedes-Benz when it comes to equipment.Tick: Space and diesel.Cross: Expensive options. FORD TERRITORY Price: From $39,490THE Territory has just undergone a recent update to bring it into line with the rest of the Ford range.However, the cabin remains largely the same, and that's not a bad thing. It's good for a family and has seven-seater capacity.The Territory's cabin is well thought out and there is lots of storage space.Buyers have a choice of four AWD models or three rear-drive models.Stability control is standard, as are four airbags and anti-skid brakes.The TS and Ghia four-wheel drive models get seven seats as standard. Mum and Dad will also appreciate the standard DVD player in the Ghia.The reversible rear-load floor and compartment for storing wet items is handy.Tick: Practical and good looking.Cross: Getting on despite update. VOLVO XC60 Price: From $57,950THE XC60 is one of the best handling Volvo wagons around and one of the most attractive.The new City Safety feature is more than just a gimmick. The system applies the brakes if you are about to rear-end another car in low-speed situations up to 30km/h.Other Volvo strengths are the lane change warning system and blind-spot warning system. Volvo seats are renown for their comfort. 40/20/40 split rear seat is practical.There is a choice of either the 2.4-litre D5 turbo-diesel, which is about to be upgraded to a twin-turbo for better economy and efficiency, or the 3.0-litre turbo petrol six.Tick: Styling and equipment.Cross: Rattly diesel. LEXUS RX350 Price: From $81,900.THE RX350 has grown slightly, which translates into more interior room.This wagon, like all Lexus models, is packed with equipment that is optional on its rivals like satellite navigation, power rear hatch and rear reversing camera.The Sports Luxury gets active headlights that follow the curve of the road, plus a heads-up display.The safety package consists of stability control with cooperative steering function (VSC+), traction control, anti-skid brakes, electronic brake-force distribution and brake assist.There is also, hill-start assist, 10 airbags and a first-aid kit.The rear seats split 40/20/40 and there is a wet-storage area in the luggage load floor. Thule luggage pods are also available.Tick: Standard equipment.Cross: Looks bloated. MAZDA CX9 Price: From $51,990It looks big and feels big but once under way, the CX9 shrink-wraps around you.It's well sorted on the road, has a host of safety gear and with seven seats, has plenty of room for the family.The cabin quality is better than the CX9 too.The 204kW/366Nm 3.7-litre V6 has plenty of poke but slurps petrol like a celebrity lining up for a free drink during Melbourne Cup week.The 60/40 split fold rear seats can be released from the luggage area.Tick: Rear seating, quality.Cross: Fuel economy. TOYOTA PRADOPrice: From $48,600THE Prado is the ideal family load-lugger if you need serious space and room for the family.It comes with eight seats and long-range fuel tank of 180 litres.The full-time 4WD system has a low-range setting for heavy off-roading.However only the higher spec Prados get standard stability control, anti-skid brakes, hill-descent control and six airbags as standard so it pays to check the fineprint.GXL, VX and Grande buyers get foglights and roof rails with satellite navigation and height-adjustable air suspension standard only on the top-of-the-range Grande.Tick: Standard and GX lack standard safety gear.Cross: Clunky styling. NISSAN MURANO Price: From $45,990THE previous-generation Murano was a sleeper.In a lineup dominated by the Navara and Patrol, it never really stood out other than a competent family wagon and its soft curves alienated many potential buyers.But Nissan hopes to change that with the new-generation Murano.The styling is sharper, the 191kW/336Nm 3.5-litre V6 a sweet engine that delivers good fuel economy. The packaging is good. The automatic All Mode 4x4-i all-wheel drive system can distribute torque on demand to where its needed.The luxury Ti gets all the fruit, from navigation system to heated front seats, reversing camera, automatic rear hatch and Bose sound system. The 60/40 split rear seats on both the ST and Ti can be flipped forward from the back of the car.Tick: Engine, equipment.Cross: Cheese-cutter grille. RANGE ROVER SPORT Price: From $90,900THE Range Rover brand has a strong following and is the preferred luxury chariot for seriously well-heeled snowgoers.Like the bigger Range Rover the Sport gets the nifty "Terrain Response" off-road system which means you just have to twist the switch to get the required off-road mode.The Range Rover Sport has real off-road capability but we don't think too many owners would ever go bush bashing in the leather-line luxury off-roader, particularly with the stylish 20-inch wheels available some models.The 65/35 split rear seats also have folding cushions and the full-size spare is easily accessible under the car. However, some of the bigger wheel/tyre options make do with a spacesaver.Tick: Luxury.Cross: Reliability.

The third-generation RX (and second-generation hybrid SUV) will be launched in Australia in June.The RX 450h features a 10 per cent increase in engine power, a 28 per cent reduction in combined cycle fuel consumption, a 30 per cent improvement in cold weather fuel efficiency and a 23 per cent reduction in CO2 emissions.RX 450h's new 2GR-FXE petrol engine employs the Atkinson, or high-expansion, cycle for improved efficiency. It has a higher compression ratio than a conventional Otto Cycle engine and keeps the exhaust valves closed until the end of the expansion stroke for maximum combustion effect.The expansion stroke is extended, converting more of the combustion energy into torque on the crankshaft.Lexus has combined the Atkinson Cycle with direct ignition, Quad-Cam Multi-valves and dual Variable Valve Timing with intelligence (VVT-i) to optimise efficiency.Fuel economy and emissions are further improved by cooled exhaust gas recirculation, exhaust heat recovery, reduced hybrid transmission friction losses and a new power control unit.The V6 is combined with two electric motors to produce a total power output of 220kW and push the vehicle to 100km/h in 7.8 seconds.Fuel consumption is 6.3 litres per 100km, while CO2 emissions are down from 192g/km to 148g/km, which is less than a Toyota Corolla (175g/km).Lexus Australia chief executive John Roca said demand for Lexus hybrids had risen steadily since the introduction of the RX 400h SUV in 2006."The proportion of total Lexus sales captured by hybrid is now 12 per cent," he said."Lexus expects hybrid sales, as a proportion of total sales, to continue to grow steadily as we launch new product, the first of which is the new RX 450h in July."Total RX sales are down 14 per cent to 880 so far this year, which is better than most in the luxury SUV category which is down 24.3 per cent.The new RX 450h is bigger all round at 15mm longer, 40mm wider, 10mm higher and 25mm longer in the wheelbase while retaining its 5.7m turning circle.It rides on new double wishbone rear suspension replacing the struts used in the RX 400h.Allied to the increase in wheelbase length and track width, this is claimed to reduce body roll and pitch by up to 40 per cent.The front suspension has also been extensively re-engineered, with new shock absorbers, optimised springs, anti-roll bar and component geometry. Electronically Controlled Air Suspension gives the driver a choice of four vehicle height settings over a 60mm range and automatically lowers when travelling at speed to optimise aerodynamic performance, stability and fuel economy.Inside, there is a new remote touch control navigation system which operates like a computer mouse. It operates the vehicle's audio, navigation, ventilation, phone and set-up systems. The new RX also features head-up display which screens key driving data in the driver's line of sight at the base of the windscreen.The information presented includes vehicle speed, turn-by-turn navigation instructions, audio information and Adaptive Cruise Control and Pre-Crash Safety system status. The navigation system has a 40Gb HDD capacity.

Although reported claims by the carmaker that it’s a triumph over the BMW M3 may be a bit optimistic.Based on the IS platform, the IS-F – the ‘F’ stands for Japan’s Fuji Speedway - delivers power, speed and agility in a smart looking package and may just give those staunch Bavarian auto fans something else to think about.EngineThe IS-F is powered by a DOHC 5.0-litre V8 engine that produces 311kW at 6600rpm and 505Nm of torque at 5200rpm.Power is transferred to the wheels via an eight speed Sports Direct Shift automatic (with paddle-shifters), electronically controlled with lock-up torque converter (2nd - 8th speeds).On the way to a top speed of around 270km/h, the IS-F rockets to the 100km/h mark in 4.8 seconds.Fuel consumption will vary depending on driving style but the press kit claims 11.4litres/100km. Combined CO2 emissions come in at 270gm/km.ExteriorThe IS-F retains the sporty shape and aggressive stance of the IS 250 on which it is based but the F is clearly a gym junkie – a sinewy ball of muscle.Wheel arches have flared further to house big 19 inch wheels. The wheels are lighter than conventional alloys and are made by the official supplier to Formula 1 – BBS.The radiator grille and lower cooling ducts are larger to allow more air to be sucked through to the engine and brakes, which gives the car an intimidating look head on.To accommodate the big V8, there is unmistakable bonnet bulge and the front overhang is slightly larger than on IS 250.High Intensity Discharge(HID) headlights with Lexus’ Intelligent Adaptive Front Lighting System improves the IS-F’s guidance through corners.Interior IS-F badges throughout the cabin are a constant reminder of this car’s sporty nature.Supportive leather sports seats hold you in place round tight corners and the wrap around dash - with back-lit instrument cluster - provides a cockpit feel.A seven inch colour touch-screen display is the primary information resource, controllable also by the leather sports steering wheel.To make things more comfortable a satnav and a six-disc Mark Levinson audio system are standard, as is Bluetooth and MP3 capability.SafetyAlongside the comprehensive airbag package, the Lexus IS-F safety list features anti-skid brakes, electronic brakeforce distribution, brake assist, traction control and vehicle stability control.PricingThe Lexus IS-F starts at $129,000.DrivingWigley saysThis car goes a long way in shaking the ‘boring, prettied-up Toyota’ tag that has attached itself to Lexus for a good while now. Adding a true performer to the line-up is a positive move to attract a whole new type of buyer and adding one this good lifts it another notch again.For a start the IS-F looks the part, with a chunky exterior and big, gunmetal alloys.Inside is equally as impressive. The soft leather seats lock you into a perfect, stable driving position and the smart-looking dash is easy enough to work out without fumbling through the manual.But on the road is where the beast comes alive. The throaty gargle on start up rumbles up through the floor and into your feet and legs, bullying you to squeeze the throttle.Lexus have done well to create a healthy combination of firmness and comfort in the IS-F. Potholes and ruts are swallowed up at all speeds and the multilink front and rear suspension allows the car to be thrown into corners with minimal body roll. The great cornering can also be attributed to the big Brembo brakes, made specifically for Lexus.The paddle shifters were fast and smooth – 0.1 second upshifts – but not using them exploited the somewhat random gear selection in full automatic mode. Not surprising really given the eight gears to choose from.There really weren’t too many downsides to this car, although we did find the B pillars made for massive blind spots, and it does feel a touch on the heavy side.And the constant hum inside the cabin of the V8 could get a little grating. Actually scratch that last point – what am I saying??But it was the acceleration in this car that really sold it for us. At 4.8 seconds it’s no slouch and when that second induction opens up just past 3000rpm, the noise is exquisite. Nice one Lexus.Verdict - 8.8/10Halligan saysThe IS-F is somewhat of a watershed car because we have to begrudgingly stop calling all Lexus vehicle boring.And we’ll have to stop because the IS-F is not boring. Its styling is not boring, its performance is not boring and there is certainly nothing at all boring about the way it sounds. When the second stage intake ports open just above 3500rpm , there is little else that can beat it for aural pleasure.The IS-F was designed to compete with the BMW M3 and Mercedes C63 in the global four-door family sports sedan market. It doesn't do too bad a job. But while this is a great car and anyone who buys one based on their personal preference is making a good choice, it is still the least car of the three.That also includes having the least price, which – depending on what you are looking for – may be a benefit or not. At this price point I don't think it is much of a factor in the decision making process.There is nothing much to criticise about this car, and its easy to love, but its easier to love the Merc C63 more. The IS-F is not as quick, not as entertaining and not the Q-ship that the C63 is.But you hear there are a considerable amount of people who won’t be seen in the C63 or M3 as they fear being stereotyped.Luckily we live in a fabulous time where we have a choice of three performance sedans with four doors, a boot to fill with family luggage, a high output V8 with more than 300kW on tap and superb handling.... hang on a minute, aren't we missing something here. Aren't there two more badges that fit that criteria – HSV and FPV. So it's not really a choice of three, it's actually five. Great days.There’s a big argument for the Lexus on performance and price, and the main argument against is that it’s still a Lexus.Rating - 8.8/10

It is a fast, well made, prestigious vehicle, and a smooth ride. But is it enough to convince people they can have both prestige and a `green’ tinge.Its economy numbers are modest but a car this large – a six litre V8 - can only be so frugal, even if it is a hybrid.But in the end, it is a hybrid, so people can cruise around proclaiming they they’re saving the planet, while ironically sitting behind a mammoth V8 engine in a cabin stuffed with dead tree and dead cow.DrivetrainA 6.0 litre DOHC V8 engine combines with a high output electric motor to power the 600h.The petrol engine alone produces 290kW at 6400rpm and 520Nm at 4000rpm. As a hybrid unit another 37kW are produced to take it to 327kW max output.To transfer power to the wheels, the 4WD uses electronically-controlled, continually-variable transmission with an eight-step sequential shiftmatic system.For such a large car, combined fuel economy is respectable at 9.3l/100km and it outputs 219gm of CO2/100km.ExteriorAt over five metres long, just under two metres wide and with a wheelbase of over three meters, it’s hard not to notice the LS 600hL on the road.Lexus suggest the extended cabin length and long bonnet are the ultimate expression of their `L-Finesse’ design language, claiming it not only creates a feeling of prestige and elegance but also contributes to the impressive fuel economy and quiet cabin.Unique low beam headlamps using the Adaptive Front Lighting system, use less power and redirect themselves according to driving conditions.Big 19-inch wheels and self-closing doors and boot lid, plus rain-sensing wipers and a clever reversing camera are all standard on the luxury sedan.InteriorFinished in polished wood and leather trim, the LS 600hL has everything you expect to come across in a prestige car.Importantly because it’s a hybrid, there are two displays to keep you informed of your energy expenditure, be it electric power, the V8 engine, or both. You can also see when the Regenerative Braking System is recharging the battery.Front and rear seats are extremely comfortable and supportive with an ottoman footrest as an extra pleasure for passengers in the back.Rear passengers are also treated to Rear Seat Relaxation and Entertainment systems which allow them to enjoy a massage, listen to music or watch DVDs all via remote control.Driver and passenger don’t miss out, with glare resistant instrumentation, four-seat climate control, a heated steering wheel and a hand-stitched leather instrument panel.SafetyThe list of safety equipment and technology in the LS 600hL includes a comprehensive airbag package and a Pre-Collision Safety System that uses a radar in the front grill to determine the distance to the car in front and pre-tensions the seatbelts and controls braking to avoid a crash.It also includes Active Cruise Control, Brake Assist, ABS, Electronic Brakeforce Distribution and Vehicle Stability Control.PricingThe Lexus LS 600hL starts at $252,900.DrivingInitially there were two things that struck us about the 600hL when it arrived.First was its size. This car is immense - longer than a Toyota LandCruiser at over five metres – and it proved a real challenge navigating in and out of small parking lots.The second is how quiet it is when you push the start button. Only the electric motor is activated on start-up and it really takes a while to get used to not hearing an engine note.The interior has been given the traditional Japanese luxury treatment with garish perforated white leather seats, two tone doors and too much overly polished timber. A colleague questioned how ‘green’ owners could possibly feel sitting on dead cows and staring at what looked to be two thirds of the Daintree. I couldn’t help but agree.After dismounting our moral high horses we also agreed the cabin of the 600hL is a very comfortable place to be. How can it not be with a heated steering wheel, four seat climate control and your own personal games room and masseur.But driving the car was the most pleasant surprise.Throttle response was immediate and jerk free, and there was a satisfying amount of poke right across the rev range.The combination of multilink front and five link type independent rear suspension swooshed over pot holes and bumps easily.Steering is light and responsive, there was little body roll and the ventilated disc brakes were superb.Visibility was quite poor out the rear window given the car’s high waistline, so it was just as well there was a reversing camera.If you’re after a driver’s car this probably isn’t the one for you because the ride is much too soft to feel you’re in total control. It’s Japanese over-the-top luxury but it’s well made and fast, so if prestige is your bag and you enjoy the odd rubdown, go for it.Verdict: 7/10

...but they haven’t forgotten that people are looking for safety and comfort as well.Lexus claims credit for having pioneered the luxury SUV category with the first RX, which arrived here in 2003 and became a best-seller.“RX is the core of the Lexus family and has not only defined the segment but established what a luxury SUV should be,” says the vehicle’s chief assistant engineer Takeaki Kato.Going on sale in March, this is the first all-new RX in five years, but even in that relatively short time the market has changed hugely and other brands are clawing at the pie.To fight back, Lexus has given the new vehicle a better body, more space and comfort, and crammed it with a host of high-tech features.Exterior Built of 42 per cent high-tensile steel, the RX 350’s stronger, more rigid body sits lower, longer and wider, with 55mm added to the front track and 65mm to the rear, on a wheelbase that has grown 25mm – giving it a larger footprint and lower centre of gravity to make it more stable, helped by the undertray channelling air for downforce. However all this strength comes with a weight penalty of about 130kg, bringing the total to around two tonnes.The body design — which reduces drag to a low 0.33COD to improve economy – streamlines the Lexus face into sharpened lines that fold along the bonnet and flanks to the fastbacked rear, with flared arches, chiselled doors and pronounced character lines along the sides adding impact.Chrome accents, slanted three-dimensional light clusters and spoked alloys – 18” on the Prestige model and 19” on the Sports and Sports Luxury – complete the look.Even the odd little signature black touch button has vanished from the door handles, and now just the lightest touch anywhere on the handles themselves unlocks the vehicle.Interior and equipmentDividing the redesigned cabin into what Lexus refers to as a `crossover cockpit’, with its strong swoop line across the dash, is a large centre console for storage and the `remote touch’ controls, the relocating of which has allowed the nav screen to be deeper recessed away from light for a clearer image.This works a bit like the `knob’ systems seen in the German prestige brands, but uses a central control more similar to a mouse — plus menu and map buttons – that apparently reduces the time your eyes are off the road by up to 30 per cent. In addition to the usual nav and other controls, the system allows you to change things like the exterior light unlock sequence, and height of the heads-up display system.Furthering the safety aspect on the Sports Luxury grade are adaptive high-intensity headlights that twist around corners, and the standard reversing camera being joined by a wide-view side one.All levels get hill-start assist and parking sensors and the Sports and Sports Luxury levels also get the pre-crash system that prepares you and the car for impact.And to guide more economical driving, an `eco’ indicator reads your speed, revs, pedal angle, shift position and range, coupled with the selected mode, and lets you know when you’re in the `zone’ ... although on the test drive this curiously proved to be anything up to 30l/100km.There are three memory settings for the driver’s seat and steering column, and a range of settings on the programmable smart cardThe 12-speaker in-dash six-stacker CD/DVD system seems to be compatible with every format available, but also has a jack for auxiliary music players, and the Sports Luxury level gets the brilliant 15-speaker Mark Levinson surround sound system with optional 7.1 channel Dolby digital ability.There are storage nooks all through the cabin, including some confidence-building sturdy cupholders, large bottle spaces and a hollow under the centre console for handbags and the like. Luggage capacity is 446 litres but taking up the full-size spare wheel option eats about 22 litres of that.To improve road manners the underpinnings have been redesigned and recalibrated, with a 30mm lower floor and a new trailing-arm double-wishbone independent rear suspension, coupled with a redesigned MacPherson strut independent front with improved geometry and damper rates.A torque sensor feeds data to the speed-sensitive steering for better response, while the new Vehicle Dynamic Integrated Management (VDIM) includes integration of the anti-skid brake system plus brake-force distribution and brake assist, plus the usual traction control.Safety Lexus expects to get a crash rating of five stars here, after getting that result in US, Japan and Europe testing. And to this end they spent about $US30million on passive safety development, and on top of that crashed 233 cars in the testing phase.The fit-out includes ten airbags as standard, including first-in-class dual SRS front-seat knee airbags and new rear-seat SRS side (torso) airbags, plus new active front-seat head restraints, seat pre-tensioning seatbelts with force limiters.Pricing and salesThe price tags start at $81,900 for the Prestige – a new addition to the range – with the Sports level costing $88,900 and the top-spec Sports Luxury coming in at $97,900. Lexus expects to move about 230 a month. But where the previous model sales were 95 per cent top spec, they expect the extra features of the new entry level to see it claim 30 per cent of sales, with 45 per cent going to Sports and just 25 for the Sports Luxury.Drivetrain and economyAll levels get the same improved 3.5-litre dual VVT-i petrol V6 engine, with slightly increased outputs and improved economy. The engine now develops 204kW (up one kW) of power at 6200rpm and 346Nm (up four Nm) of torque at 4700rpm, with 90 per cent of that being available in a flatter curve between 2300-6100rpm.Lexus claims a 3.5 per cent improvement in economy with an official figure of 10.8L/100km, compared with 11.2 for the outgoing model. At the end of our run we were up into the 14l area, but we’d admittedly been pushing the limit a little.The RX 350 gets a new six-speed sequential transmission – gaining an extra slot over the previous one. It’s shorter (and also six kilograms lighter) which has allowed the engine to be set lower for a better centre of gravity.The box drives the front wheels under normal circumstances, with the on-demand all-wheel drive system – controlled by an electromagnetic coupling in the rear differential housing — cutting in when needed, but disengaging from the rear wheels when you’re braking so it doesn’t hinder the ant-skid and stability features. The all-wheel function can be locked in manually at speeds up to 40km/h, but over this level will automatically revert to the front axle only.Driving From most angles, the RX 350 is now a fairly good looking vehicle from inside and out. There’s still a bit of boxiness from the square-on view at the back, but the fastback rear has been calmed down and the folds of metal around the nose and creases down the sides give it a handsome presence.The cabin is spacious and well-fitted out, with the high console divider’s `double cockpit’ effect amplified by the smart layout of the centre stack. And where we’ve loathed most of the other knob-controlled nav systems, the mouse-driven remote touch was easy to use. You can adjust the settings to give more `feedback feel’ when it hits on a function, so that once your brain imprints the order they’re in, there’ll be almost no need to take your eyes off the road to adjust the nav, audio or any of the features.With the acoustic windscreen and the wiper mountings being optimised, there’s almost nothing in the way of wind rush from those areas, but you’ll still get quite a bit from the big wing mirrors. However apart from that the cabin is very quiet.At least, that is, until you stand on the pedal. When you push it hard, the engine is surprisingly vocal. And there were times we wanted to push it very hard indeed. There’s no doubt it’s well up to the job of hauling the SUV around once you get it going – even with the extra weight – but there’s no sense of urgency off the line.And despite the 90 per cent of torque being on tap at 2300rpm, and you really need to spur another 500 out of it to get the best response. The sequential shifter is easy to use, but with the focus on having so many other controls on the steering wheel, it’s a shame they couldn’t be joined by paddle shifters. However Lexus Australia says they asked the same question, and were told by Japan that research indicated that family buyers didn’t want them. Pity.The RX 350’s road manners are excellent, and most of the time it behaved similarly to a well-sorted big sedan. On damp mountain roads, at challenging speeds, it hung on well. But although it sat reasonably flat through the corners, this was where it reminded you that you were in a much larger lump of metal than the normal family car.However, that’s not the normal habitat of this SUV, which is likely to be relegated mostly to `leafy suburb’ treks with a load of kids lounging on the leather and bickering about what’s on the audio system. And for this kind of duty, if the price tag is no problem, the RX 350 is the right tool for the job.Engine: 3.5-litre V6Power: 204kW@6200rpmTorque: 346Nm@4700rpmTransmission: Six speed sequential automatic, low speed flex lock-up torque converterDrive: Active torque control all-wheel drive, electronic rear diff couplingEconomy: (official) 10.8l/100km (tested) 14.3l/100km

And Toyota’s luxury brand would like to see that keep happening in its bid to position the badge more firmly in the premium traffic. But it has struggled against the perception that the European marques are the ones to aspire to in the higher price ranges.DrivetrainThe IS 250 is powered by a 2.5 litre DOHC V6 petrol engine that puts out 153kW at 6400rpm and 252Nm at 4800rpm. A six speed automatic sequential shift transmission with lock-up torque converter gets power to the wheels.Economically, the IS 250 burns a little less fuel than the average for its size at 9.1 litres/100km.ExteriorStarting with the newly styled front bumper and grill arrangement, it’s clear Lexus have made more than a token effort to improve the IS 250 aesthetically.Long flowing lines from front to back and short front and rear overhangs show that when designing the new 250, Toyotas luxury cousin has aerodynamics and sport in mind.Sixteen inch alloys, plus twin exhausts, high intensity Discharge headlamps and optional rain sensing wipers and parking sensors, ensures the car is given every chance at competing with others in its class.InteriorInside, the IS 250 matches its exterior for design quality.Leather bucket seats, a sports steering wheel, pushbutton start and an elegant instrument cluster, compliment the sleek, tactile dash and intuitive, centred control panel.As expected for a car in this category, you also get a trip computer, power windows and mirrors, cruise control and the option to include a reversing monitor camera.There are plenty of storage areas with map holders, cup holders and a large centre console bin, throughout the cabin.SafetyA five star ANCAP crashworthiness rating heads up an impressive safety list for the IS 250, including a substantial airbag package, ABS, EBD, brake assist, vehicle stability control and traction control.PricingThe Lexus IS 250 starts at $54,490 for the Prestige manual, up to $79,500 for the Sports Luxury automatic.DrivingGenerally we feel that Toyota’s luxury brand falls short when compared to its competitors in terms of build quality and performance. This is still the case with the IS250 but to a lesser extent. It’s the best looking car Lexus makes and has been for years. This latest edition is an agreeable combination of sport and prestige with its aerodynamic lines, short overhangs and spoked alloys.The interior is refreshingly simple too with the multi-function steering wheel taking care of unnecessary clutter on the dash, making room for a good sat nav and a great MP3/WMA compatible stereo system.The supple pale leather seats – climate controlled - felt a little flat and could have been a little more supportive but they were still very comfortable.We made good use of the reversing camera, inching our way out of the frustratingly tight car park at work, and onto the open road.The IS250 was an easy drive around the city. The quad cam V6 engine delivered immediate and jerk-free throttle which came in handy merging in peak hour.On stretches of freeway the engine performed well but we did find there wind noise off the side mirrors, and the tyres tended to follow long gouges and ruts which was a little unsettling at high speed. Conversely the multi-link rear suspension ate up bumps and potholes.The driving position was the best we’ve had and the light steering and fuel economy – true to what the spec sheet reads – had us fairly close to climbing out of the car to make sure the badge actually did say ‘Lexus’.This iteration of the IS250 is a great example of what Lexus can do if they don’t try too hard and may give Mercedes, BMW and Audi a little nudge, but its still a way off from making them nervous.

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

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