Lexus Reviews

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

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

So now you can have your cake and eat it too, to put it figuratively. In other words, you can have that big, luxury four-wheel drive, without feeling too guilty.Lexus has gone a step further to practically remove that guilty complex by introducing the world's first luxury SUV hybrid.But being green and feeling good about the environment doesn't come cheap. The RX400h is the third member of the RX family and is now the range topper in terms of pricing, with a $94,100 price point, a hefty $10,000 premium on the RX350 Sports luxury.And while it's new to Australia, the RX400h has been available in the US since April last year (selling more than 33,000 vehicles), as well as in Japan.Lexus says the reason for the delay in bringing the vehicle to Australia was largely the result of unique conditions here, and the extra testing required.The RX400h uses the 155kW 3.3-litre, V6 petrol engine, which was used in the previous RX330 model. The new 3.5-litre engine in the RX350 was not available at the time of the development and world launch of this hybrid.The RX400h also uses a 123kW front electric motor and a 50kW rear-axle electric motor, with a combined reading for all three power sources of 200kW.The petrol V6 generates a maximum of 288Nm at 4500rpm, while the electric motors produce 333Nm in the front and 130Nm in the rear. All power is delivered through an electronically controlled, continuously variable transmission - which blends the electric and petrol power.On take-off, the RX400h is very quiet and smooth, using only the front and rear electric motors. But you can hear the petrol engine really kick in when more power is needed.The torque also feels like it takes a while to respond and the brakes are rather spongy, which could be attributed to the regenerative braking system. Once reaching normal driving conditions, however, the system no longer uses the rear electric motor and as with other hybrids, the petrol engine switches off when completely stopped, conserving fuel.The electric motors are available for immediate start up. Lexus claims the hybrid has a fuel consumption of 8.1-litres per 100km and on our test on a combination of busy roads and highway stretches out to Camden, it recorded an average of 8.3-litres per 100km, making it better than some four-cylinder family cars.For example, the Honda Accord Euro claims 9.1L/100km, new Toyota Camry 8.9L/100km and Mazda3 8.6L/100km.Cruising, the RX400h provides seamless driving and feels very smooth, with good handling and comfortable ride. But travelling at constant high speed, you feel like you're doing about 20km/h less than the reading on the speedo. This hybrid doesn't have that thrilling performance of the larger, more powerful engines and won't satisfy everyone.But for those wanting to save some money at the pump, and who don't mind spending the initial premium (or for those who tend to be a little green minded), the RX400h may just be the right cup of tea.The RX400h is also the first mass-production hybrid to power both axles. It has rear-wheel drive capability with an E-Four System (Electric Four Wheel Drive) activating all wheelsonly when it's needed - for instance in situations like low-speed cornering, take-off, acceleration and traction. It gains the Vehicle Dynamics Integrated Management (VDiM) over the RX350, sending more torque to the rear wheels when dangerous situations arise.The RX400h is almost identical to its siblings in the RX range in appearance, with that sophisticated shape and flowing lines, exuding style and flare.In addition, the hybrid has a new, muscular sporting front bumper as well as a large central opening to assist with the cooling of the hybrid system and a larger Lexus badge on the front. It also has a hybrid emblem.The RX400h has the same specification level as the RX350 Sports Luxury. It sits on 18-inch five-spoke alloy wheels, has LED rear lamps, power seats, air conditioning and leather trim.It also features Bluetooth connectivity, touch-screen satellite navigation, 11-speaker, six-disc sound system and rear-view camera, all as standard. It gains heated seats up front, leather steering wheel and metallic trim on the shifter. Rear spoiler, roof rack, rails and that sporty moonroof, add a more flavour to RX range's classy character.There are lots of elements going on and you can monitor the process on the interior display screen. And forget the traditional tachometer, as the RX400h has a power meter instead. The RX400h has seven airbags, anti-skid brakes with electronic brakeforce distribution (EBD), vehicle stability control, active traction control and rear-view camera.And while the battery in the hybrid system costs around $3000 to $4000 to replace, Lexus claims it has a life of more than 10 years. It expects sales of around 50 per month, with 200 orders taken, and is available from October 16.FAST FACTS Lexus RX400hPrice: $94,100Engine: 3.3-litre, V6 petrol engine, 155kW@5600rpm, 288Nm@4400rpm, front electric motor, 123kW@4500rpm, 333Nm@0-1500rpm, rear-axle electric motor, 50kW@4610-5120rpm, 130Nm@0-610rpmTransmission: electrically controlled continuously variable transmissionFuel: 60-litre tank, consumption 8.3L/100km (as tested)OTHER HYBRIDSHonda Civic HybridPrice: $31,990Body: 4-door sedanEngine: 1.3-litre, 4-cylinder, 85kW@6000rpm, 170Nm@2500rpmFuel: 4.6L/100km combined claimedToyota PriusPrice: $37,000Body: 4-door sedanEngine: 1.5-litre petrol; 57kW@5000rpm, 115Nm@4000rpm; electric motor 50kW between 1200 and 1540rpm, max power restricted to 82kW, combined torque 478NmFuel: 4.4L/100km combined claimedLexus GS450h HybridPrice: $121,990Body: 4-door sedanEngine: 3.5-litre V6 petrol electric motor, 218kW@6400rpm, (V6) and 147kW (electric), 368Nm@4800rpm (V6) and 275Nm (electric)Fuel: 7.9L/100km combined, claimed

Remember Betamax video recorders, those lumbering, top-loading titans of terminal technology? They went from old hat to dead format in the blink of an eye. Now picture the Lexus GS450h, a car that may just be the equivalent of a $121,900 Betamax recorder.Well, that's not entirely fair, because the Lexus will still provide transport and be able to burn reasonably common fuel (albeit of the premium kind), even if Toyota's hybrid drive petrol-electric engine system doesn't turn out to be the dominant technology of the fuel-frugality years we're entering.And while the GS450h is certainly big and heavy, it's not quite as ugly as a Betamax. In fact, the car passed the servo test with honours.One smitten BP worker even described it as beautiful, despite what I argued with him were portly, American proportions and a hunched back.Looks aside, the appeal of this Lexus is billboard-simple to define: “V8 performance with four-cylinder economy”.Sure enough, during a week of varied driving, the GS averaged between an impressive 8.5 and a reasonable 10.1 litres per 100km.But its range, off a 65-litre tank of pricey PULP, was just over 500km.Compare this to the diesel option. Our recent, long-term BMW 530d (packing an in-line, six-cylinder turbo diesel) returned a best figure of 5.7 litres per100km, with a range of 935km off a single tank of farmer's fuel. It was also far more lively to drive, handled in a whole different class — and had a boot.The Lexus looks like it has one, but open the lid and you realise it's an optical illusion. Those big ol' batteries under the rear seat take up all the space.And you can have the Bavarian brute for just $114,500. As far as performance goes, the Lexus may be quick — with a claimed zero-to-100km/h time under six seconds — but doesn't feel like it.The hybrid uses a dual-VVT-i direct-injection, 3.5-litre V6 that produces 216kW, mated to a 147kW permanent-magnet electric motor.Its theoretical combined power output is 253kW. In terms of torque, the petrol motor hits its 368Nm peak at 4800rpm, while the electric one offers 275Nm from the get-go.This means you not only have good off-the-line grunt, but handy overtaking thrust. Indeed, driven enthusiastically, and with all its sport settings switched on, the GS450h will get up and boogie.But the main impression you get is that this is a heavy car rather than a dashing one.That isn't surprising, as the Lexus weighs in on the wrong side of 1800kg. I may not be a rocket scientist, or evena white-coat wearer from the Pond's Institute, but if you're trying to build an economical car of the future, making it lighter than a tank seems wise.The sensation of weight counts against the GS450h on tight, rough roads, where it crashes and shakes, while understeering with its big nose and fighting a tail-shaking battle with the traction control at the rear end. Still, it's a classy-feeling piece of kit and it boasts an excellent interior.The GS is far more at home on good surfaces, tackling smooth sweepers and freeway driving with consummate ease. And it's freakishly quiet.Compared with the pudgy Prius, this hybrid is in a different league. I could actually live with it if I had to, whereas I'd choose public transport (or two feet and a heartbeat) over a Prius.But with a massive Lexus price tag, and not such a large range, you have to wonder who's going to want to buy it off you in a few years — particularly if hybrid technology goes Betamax on you.And while I didn't set out to compare this car to the 5 Series diesel, I couldn't get it out of my mind that the latter is a more realistic, and more enjoyable, way to save on fuel while still looking rich and executorial.The only argument left in the Lexus's favour is that it produces fewer emissions than any diesel or unleaded-fuel car.Much like the Prius, or plastic surgery, people are being asked to spend a hell of a lot of money just to feel good about themselves.

It chews some grass, then heads for some old machinery at the side of the road, which it leans on to rub its rump.The luxurious Lexus is more interesting than the wombat gives it credit for.It is a great technical achievement. The Lexus team has managed to combine a powerful V6 engine and an electric motor for masses of power and to limit fuel consumption.Whether or not it will revolutionise the automotive landscape, as Lexus claims, is another question.It's impressive, but also flawed.The GS450h is tested on a 1870km trip to Sydney, on to the Blue Mountains and back.I even venture 47km from Lithgow to a bush cabin at the ghost town of Newnes, once an oil shale production site.After driving the new Lexus, you wonder whether petrol-electric hybrids really are the answer or whether it will it be a forgotten technology in a few years.It is expensive for Lexus (Toyota) to develop and produce — it certainly isn't making money from hybrids.At $121,990, the GS450h slips into the Lexus GS range between the $112,300 V6 GS300 Sports Luxury and the $137,200 V8 GS430.It gets a range of top-shelf gizmos including adaptive headlights, radar cruise control, keyless start, rear parking camera and the latest-generation satellite navigation.But the big difference is the hybrid drivetrain.The special GS combines a Toyota-based 3.5-litre V6 with an electric motor, using a battery that is topped-up through friction from the brakes and engine.At low speeds the GS450h can run purely off the electric motor, which is eerily silent.When you give it a push, the GS fires up its V6 petrol engine as well.Sometimes the car runs purely on the petrol engine.The combination of both powerplants adds up to an impressive 254kW.There is 275Nm available on demand thanks to the electric motor and a total 368Nm from the V6 at 4800 revs.The car uses a continuously variable transmission that constantly changes the gear ratio and feels like it has just one gear.Lexus says all this provides guilt-free performance.The GS450h is fast. Lexus says it can do 0-100km/h in 5.9 seconds, faster than its V8 big brother.Lexus also claims it produces combined fuel consumption figures of 7.9 litres/100km — that, and the 0-100km time, seems optimistic.Highways, where petrol and diesel engines shine, aren't friendly to hybrids.The test car achieved an average fuel consumption figure of 8.3 litres on the trip — about what you would expect from a regular Ford Falcon or Holden Commodore using petrol combustion engines and regular unleaded (the GS demands premium).A sporty and refined diesel, such as the one found in the BMW 530d or Peugeot 407 Coupe, should do significantly better.Other testers have returned figures of eight to nine 9 litres/100km driving the GS in the city, which is good but is not going to save the planet.One of the biggest problems is the size of the battery, which takes up a huge chunk of the boot, which now has room for only one large suitcase. The overflow has to travel on the back seat — making it close to useless for family travel.The boot space would be even more cramped if Lexus hadn't replaced the full-size spare wheel with a space saver, which is not good on a long trip in the bush.The extra hybrid components also add weight — about 250kg, turning it into a 1865kg car.The extra grunt of the powerplants overcomes this in a straight line, but the extra weight takes its toll when cornering.The steering in the Lexus has a dead feel and the nanny electronic stability control is overly protective — discouraging sporty handling.Its CVT gearbox is the same. It feels strange to not have any gear changes and decidedly non-sporty. The "manual" shift mode is even less convincing.Still, you can't overlook the car's stunning torque.Plant the right foot while passing a truck and it will storm forwards with the go of a supercharged V8. It's a pity it sounds like an over-muffled V6.The only other niggle is the suspension tuning, which is harsher than it should be.This Lexus is at home in stop-start city traffic, where it runs quietly and efficiently in comfort, but is not perfect.The 450h is an interesting technological showpiece that owners will enjoy showing to their friends, but it certainly doesn't revolutionise the automotive landscape.

The $121,990 car includes radar active cruise control, adaptive variable suspension (the driver can set normal or sport), a vehicle dynamic management system, 10 airbags, electronic chromatic instrument panels, rear view camera, parking sonars, DVD satellite navigation, customised interior lighting, dual-zone climate control and 14-speaker – yes, 14 – Mark Levinson premium sound system.It also has the smart entry and start: the car automatically unlocks when the driver grabs the door handle and allows a press-button start by detecting the "key" being carried by the driver.The GS450h has all the features of the luxury version of the GS300 and GS430 petrol-only models with which it shares the bodywork. The vehicle dynamic management system until now was available only on the GS430. Lexus does not want potential buyers to have any excuse not to select the 450h hybrid.The GS450h is the first Lexus hybrid to be released in Australia, although Lexus is part of the Toyota family which has the world's biggest-selling hybrid car, the Prius. Lexus says hybrid versions of its all-wheel-drive SUV wagon, the RX400h, and its flagship sedan, LS600h, also are on the way.The GS450h has a 3.5-litre V6 petrol engine and a 650V electric motor. The electric motor has 147kW power – more than many petrol engines in medium-size cars. Power is not the sum of the electric and the petrol engines' respective maxima, but works out at a total of 254kW.This power is more than the petrol engine siblings in the range yet it has 31 per cent better fuel economy than the GS430 and 19 per cent better than the GS300. Standard tests show just 7.9 litres/100km for the hybrid.The GS450h runs a constantly variable automatic transmission.Hybrid activityFOR gentle start-offs, only the electric motor is used. When more power is needed, the petrol engine joins in. The battery provides more power to the electric motor if extra acceleration is needed. When decelerating, a regenerative braking system gathers energy usually lost in braking and converts it to electricity to be stored in the battery. The engine switches off when the car is stationary.Dot pointsALL Lexus GS450h models will have vehicle identification numbers printed on 5000 Data Dot micro identification dots sprayed on to strategic spots on the vehicle. Each the size of a grain of sand, they can be read by special lighting. Data Dots are a theft deterrent and help lower insurance premiums.

The Japanese luxury brand is also doing well with the second-generation IS sedan it is using to attack the benchmark 3-Series from BMW.It has lifted sales from 2232 to 2849 vehicles in a year-to-date comparison to the end of May.It is also hammering hard with a string of petrol-electric hybrids.We have already seen the GS450h hybrid sports sedan and there will be an LS600h flagship before the end of the year to set the high-water mark.Lexus also has a hybrid RX all-wheel-drive coming in October, building from the update earlier this year to its luxury RX350.We decided to spend some time in the updated RX, a regular petrol version, before the hybrid model arrives.The RX350 is a significant and worthwhile improvement for the RX. It goes a little harder, is a little greener, has more equipment and comes with a funky and useful rear-view camera that even dictates bump-free parking.The dashboard display can be used to play DVDs while the car is parked, which takes the misery out of waiting for trains, buses, planes or the school bell.The RX also has an active light system that points around corners and, typically for the class, Bluetooth phone connection.Lexus believes the latest changes to the RX give it extra ammunition to fire at the Mercedes ML and BMW X5 it targets as its prime rivals, even though sales this year are down."That is mainly because of the runout of the RX330. We got no supplies in January," head of Lexus Australia Scott Grant says. "We're selling at about the same rate as last year."We have to fight for supply because the car is still in demand internationally. It's somewhere between 200 and 300 cars a month -- pretty good for us."The RX is similar to the rest of the Lexus family because there is only one mechanical package and two grades of luxury gear.The 350 has an updated 3.5-litre V6 with 18 per cent more power and 4 per cent more torque than the previous model. It is claimed to be the most powerful six-cylinder AWD in its class, with 203kW.It has permanent AWD and a five-speed auto gearbox, with touch-change manual shift, fully independent suspension and four-wheel disc brakes.Safety also means a full set of front and side-curtain airbags, and even the basic RX gets everything from automatic aircon to a sunroof and CD sound.The RX is still only a five-seater. There are no plans for a seven-seater, but Grant says that is fine with buyers."They are happy with five seats. They are mostly families with a couple of kids and are fairly active. They do light off-road driving to the snow or the beach and maybe some camping.""It is fairly standard middle Australia, but maybe with a bit more income."The RX is similar to a lot of the new AWD wagons, including the Ford Territory now dominating the business in Australia.But the Lexus is a lot more car-like than most of its rivals, and that has helped it to resist the slump in the class.There are signs some customers are coming back to the heavyweight 4WDs, with Toyota LandCruiser sales lifting in June, but the business is still tough.ON THE ROADThe RX has always been an AWD favourite with the CARSguide team, but not because it can do LandCruiser-style expedition work.It is a nice city drive that is also great for weekend getaways.It is more like a high-rider car than most of its luxury AWD rivals, and that includes the BMW X5 and Mercedes ML.Some people believe it is too soft, or too gentle, but it works for most day-to-day tripping and has enough grip and go for easy weekend work.The 350 is the same, but better, than the previous RX and the extra power from the larger engine is welcome.Other changes are relatively minor, but worth checking against the Nissan Murano, which we believe is the RX's real rival.Owners might like to brag about the strength of their RX against an M5 or X5, but the dollar deal says the Murano is a realistic choice with a $25,000 price break. Honda also has itsMD-X lurking in the background.The latest RX is noticeably quicker than before, as you would expect with an 18 per cent power hike, but still just as refined.The engine is great for overtaking, and responds well when you move to the manual change in the five-speed. It is as smooth as an auto, but more fun if you take total control.Fuel economy is good at 11.2 litres/100km, a figure that drops a lot when freeway cruising.The suspension is still a bit soft for our taste, and not as responsive to the wheel as an X5, but rides smoothly. It gets around corners well enough, but is not a sports car.The cabin is as well finished as that in any Lexus, and we like the rear-view camera. It's not just a nappy for nervous parents who worry about children in the driveway, but gives a real parking benefit with lines on the screen that show where the RX is going and how much clearance you have to the surrounding scenery.The DVD player is also great, and we spent a lazy half-hour watching music videos while waiting for a friend to complete their shopping.The headlamps are good but not great.The RX is easy to manoeuvre, very quiet inside and there are enough toys to keep anyone occupied.It is typical Lexus stuff, doing the basics well, but adding plenty of icing.That is what gives it an advantage over the Murano, which is just as nice to drive but not nearly as well finished.The Nissan has a big price advantage, and is bigger inside, but the Lexus is a nicer car and creates a nicer world.It is also softer and more female-friendly than an X5 or ML, though Lexus -- despite the hybrid hype -- still does not have the bragging rights of the German brands.So it's more of the same, but better, with the promise of the RX400h to add some hybrid impact before the end of the year.THE BOTTOM LINEA cruisy AWD for families who like to ride high but really just want a luxury wagon.81/100

Yes, it's disappointing that Lexus did not opt for a larger engine when it consolidated the IS200 and IS300 into one model.And yes, if you look closely, some parts are branded Toyota (everyone knows it's really a Toyota under the skin).But having said that, it still stands as one damn fine piece of machinery that can hold its high in more fancied company.The IS250 has by default become Lexus's entry level model with the demise of the rather ugly, bloated and front-wheel drive ES300.Prices for the car start from just under $54,000 rising to $78,500 for the whole box and dice before on-road costs.More than anything else the IS250 marks a turning point for Lexus with its distinctive coupe-like styling and a strategic move away from straight six power plants.It has evolved into a car in its own right, rather than some BMW copycat, compact in dimensions but certainly no 3-Series clone.The 2.5-litre Quad Cam V6 develops 153kW of power at 6400rpm and 252Nm of torque at 4800rpm, with variable intake and exhaust valve timing, replacing the previous 2.0-litre and 3.0-litre straight sixes.This compares with the IS300's 157kW of power at 5800rpm and 288Nm of torque at 3800rpm.You can see the difference lies mainly in the torque figure and the way both power and torque are developed higher in the rev range.It gives the car less low down grunt but this is partly compensated for by a switch to a six- speed tranny, with its wider spread of ratios.The smaller IS200 meanwhile developed a lack lustre 114kW of power at 6200rpm and 195Nm of torque at 4600rpm.So, why didn't Lexus opt for a larger, more powerful engine?Well, it argues that the new car delivers significantly better fuel economy while providing higher levels of performance, safety and comfort as well as lower levels of noise, vibration and harshness (NVH).The alloy 2.5-litre V6 is 33kg lighter and shorter than the superseded 3.0-litre six, so it can located further back in the car for better weight distribution.It is matched to either a six-speed manual or six-speed sequential automatic that allows the driver to change gears like a manual.Our test vehicle was the Sports model with optional six-speed auto. Standard equipment includes 18-inch alloy wheels, sports suspension, adaptive xenon front lights, sunroof and sports pedals.Fuel economy for the auto, an important consideration in these times of rising fuel prices, is rated at 9.1 litres per 100km, better even than the manual at 9.8.In fact, the new model achieves eight per cent better fuel economy than the previous 2.0-litre car and 14.2 per cent better economy than the 3.0-litre six.Premium unleaded is recommended and we got 8.2 litres per 100km from the 65 litre tank.IS250 is available in three different grades: IS250, IS250 Sports and IS250 Sports Luxury.It's jam packed with technology but fortunately it doesn't get in the way of the drive experience.The car is 175mm longer, 75mm wider and 5mm higher than the previous model.Drive is to the rear wheels with double- wishbone front suspension, multi-link suspension replacing rear wishbones and electric power-assisted rack and pinion steering.It has a longer wheelbase and wider track than the previous model and the Sport rides 13mm lower, with different front and rear tyre sizes _ 225/40 front and 255/40 back.Some motor noters have found the stability/ traction control system intrusive, but we like the way it kicks in progressively, allowing the driver to keep feeding in the power, even in fastest, wettest sweeping bends.The auto also includes steering wheel- mounted gear change paddles, but they are not fixed to the steering column and not to our liking.The white on black instrumentation is sharp and easy to read, but lacks a digital speed readout.Eight airbags are standard, including driver and front passenger's knee airbags.Active safety features include Vehicle Swerve Control (VSC), Electronic Brakeforce Distribution (EBD) and Lexus Brake Assist (BA), with adaptive front headlights on Sports and Sports Luxury models.We're a big fan of Lexus sound systems in general and the IS250's does not disappoint, with a 13-speaker premium system standard.

The Lexus IS250 is a case in point. Lexus strives for its own vision of perfection: benchmark noise, vibration and harshness levels, quality of the highest order, technology at the cutting edge. These are targets the company is becoming increasingly adept at achieving. Yet for all that, Lexus cars are rarely involving.Often their brilliance is in the manner of a sublime personal aid, making certain all runs smoothly while keeping the recipient composed and unruffled ... and a step removed.Not so the IS250. From first glance the little Lexus looks the goods. There are business-like lines aplenty in the compact styling, yet overall the impression is of balance.It is this impression that flows through to the behaviour of the car. The previous model's well-loved straight six makes way for a lightweight 60-degree V6, which, it is claimed, both lowers and balances the car's centre of gravity. The 2.5-litre double VVT-i (variable timing on both inlet and outlet) engine produces a handy 153kW at a free-spinning 6400rpm with a very usable 252Nm of torque. Much of the car's appeal and character is the fact that drive is to the rear wheels. In the Sports Luxury test car that drive is through a six-speed Aisin-supplied automatic with a set of shift paddles sitting behind the sports wheel.In full automatic the car tends to be a little on the dozy side, with the engine mapping getting to the top gear as quickly as possible and staying there with grim determination.Use the manual shift option whenever you can — it has a huge fun factor and is really the only way to make optimum use of the car's mid-range torque. This is a car that must be stirred, not shaken. When it is, the IS250 has both poise and punch in abundance. The use of speed-sensitive electronic steering assistance keeps the feel nicely weighted with feedback an improvement over the usual lightweight Lexus offering. It is not benchmark, and feedback can be a little on the reserved side, but it is sharp and a huge improvement over the previous offering.The suspension architecture — double wishbone front and multi-link rear — is not unique, nor even particularly unusual.It is, however, well sorted and produces a nice balance between ride comfort and sporty capability. Body movement is well damped and isolation from the shortcomings of Sydney's roads is at the better end of the scale - even when the IS250 is pushed.The foot-operated park brake, used on the automatic models, is not a personal favourite. Throughout the cabin, quality and luxury is underscored at every turn. The upgraded leather in the Sport Luxury is superb, while the 14-speaker Mark Levinson sound system is one of the best in the market.For front-seat passengers the feeling is one of being encompassed, for those in the rear it may be a little less enthralling.In true Lexus style the IS250 comes with eight airbags — including a knee bag — as well as stability and traction controls.The keyless entry and push-button start are a nice luxury touch as are the heated and cooled seats, climate-control airconditioning and Lexus Encore post-sales privileges program.So does the full experience of the IS250 fulfill that initial promise of magic? Sadly, no. But there are moments — enough of them to have the European big boys in a sweat.

But we've got to say the GS450h is a revelation in terms of performance and economy, a promise of what technology can and does deliver.The really exciting part however is that this technology is likely to find its way into the good old family Camry within the next couple of years.Now that is exciting!We missed the launch of the GS450h at Bathurst a few weeks back and we regret doing so after a week behind the wood in-laid wheel.You see Lexus has opted for an entirely different approach to the hybrid question, with the emphasis firmly on power rather than economy.That's not to say this hybrid is not a light sipper, it still consumes fuel at the claimed rate of 7.9L/100km - but that's really not the point.The point is, Lexus has shown, that it is now possible to have your proverbial cake and eat it too.Here's a car that goes hard but still manages to deliver four cylinder-like economy.In fact, if this is what hybrid technology has to offer, it could well become the new millennium's answer to turbocharging - because let's face it, the V8 has had its day.Having said that, the GS450h is not cheap, not at more than $120,000, but you do get a lot of motor car for your money.The heart of the matter is not some piddling four cylinder engine but rather a family-sized 3.5-litre V6 which itself puts out 218kW but has beefed up with the addition of a powerful 147kW electric motor.The electric motor alone kicks out as much power as some family cars.The combined result is a sports sedan that delivers a modulated 254kW of total power, with much of the torque available instantly as there is no spin up time necessary.Like its cousin Toyota Prius, the Lexus has a large visual display showing the ebb and flow of energy through the hybrid petrol-electric system.The normal tacho has been replaced by a power meter the left of the speedo that is calibrated in kilowatts.The ignition key is a wireless one with a button to power up the system.Standard features include 10 airbags, stab- ility control, pre-collision system, radar controlled cruise, rear view camera, DVD player and a 14-speaker Mark Levinson audio system.We like the GS styling, low and sleek with a swept back look that takes for the form of a four-door coupe.It looks classy and the multi-layered five- spoke design of the 18in alloy wheels is particularly effective.Inside the hybrid is as quiet if not quieter than other models in the Lexus range.The CVT auto is designed to optimise power and economy, with just the one continuously variable forward gear.But for more enthusiastic drivers a set of six cogs is provided for manual changes and the suspension can be switched to a firmer sport setting.There's even a power setting for the hybrid system that unfortunately we did not discover until too late in the piece.How embarrassing?There we were thinking it went all right anyway.Even pushed hard the Lexus still managed to post 9.6L/100km which is just outstanding.If you are looking for a reason to buy Japanese instead of the German premium brands, the GS450h is drives a pretty good argument.