jwong77

Agreed, its like the front is too aggressive for the rest of the car. I wonder if it looks better in person.

fsttyms1

I like both interior and exterior.

Invisible

I thought the same thing when I saw those chrome strips on the edge of the grill.

Moog-Type-S

LOVE that interior!!!!!

S14 n Tsx

Yikes! not feeling it the front end at all, and back is meh, too.

TSX69

Lexus GS 250 Debuts in China
206hp 2.5 Liter v6

When the 2013 Lexus GS goes on sale in the United States in early 2012, it will be available in 2 trim-levels including the GS 350 and the GS 450h. However, in other parts of the world Lexus will offer the GS 250, which is making its debut this week at the Guang Zhou Motor Show in China.

The Lexus GS 250 is powered by a 2.5 liter V6 dual VVT-i engine making 206-hp at 6,400 rpm with a maximum torque of 186 lb-ft at 4,800 rpm. Mated to a 6-speed ECT-i automatic transmission with sequential manual shift function and selectable drive modes That allows 0 to 62 mph to come in 8.6 seconds with a top speed of 142 mph. Combined fuel-economy comes in at 31.7mpg and CO2 emissions are 207g/km on the UK cycle.

Lexus has no plans to offer the GS 250 in the United States but the model will go on sale in China and the UK alongside the GS 450h Hybrid in June 2012.

Further details, including price, will be announced nearer the time of launch.

TSX69

A Last Chance for the Lexus GS

The wheelbase and overall length of the 2013 GS are the same as the 2011 GS 350, but the car is taller, the front track is 1.6 inches wider and the rear track is 2 inches wider.

LOS ANGELES -- Brilliance comes from desperation.

Since the mid-'90s, Lexus has tried to create a sport sedan with the cachet of the Mercedes E class and the performance of the BMW 5 series. In 3 generations, it has accomplished neither.

Past Lexus GS efforts have done so poorly in sales and critical comparison tests that Toyota's board was ready to kill the upcoming generation of the car before launch.

This is the last chance for the GS. It is also, by far, the best effort.

The basics: Previous GS attempts were plagued with numb steering, floppy handling and choppy brakes. Yes, they were fast, but not much else. Add in bland exterior styling and vanilla interiors, and it's no wonder the car fared poorly against the Germans.

The new GS 350 has a much tighter feel dynamically, though the electric power steering is still a touch vague. Through an autocross comparison test, the GS seemed more connected to the driver than the Mercedes E350, though it still couldn't touch the accuracy and response of a BMW 535i.

As for the GS 350's looks, the aggressive "spindle grille" fascia will be polarizing, but at least it has some personality. The interior layout is more horizontal than is typical of most center stacks. An analog clock makes a return.

The wheelbase and overall length are the same as the 2011 GS 350, but the car is taller, the front track is 1.6 inches wider and the rear track is 2 inches wider. The base sedan is rear-wheel drive, and there is an all-wheel-drive edition. This platform also will be the underpinning for the next-generation IS sedans that will come late next year.

For those who miss the thunder of a V-8 engine, the V-6 comes with an intake baffle that delivers a bit more rumble to the cockpit. Not that the engine lacks grunt: The GS 350 goes from 0 to 60 in 5.7 seconds.

The double-wishbone front suspension has new geometry and a greater use of aluminum. The changed rear suspension design has moved the spring from a coil-over shock to a more inboard location, which helps with trunk space. An adaptive variable suspension is optional, allowing for stiffer suspension settings. An optional 4-wheel steering system uses variable gear ratios to help the GS through tough corners.

Notable features: The GS 450h hybrid generates thrust equivalent to a V-8 engine and gets a real-world 31 mpg. The hybrid's engine has changed from an Otto to an Atkinson cycle for better fuel efficiency, while the electric motor makes up for the Atkinson's flat spot in the torque curve.

Manufacturing advancements include both laser and spot welds in crucial areas such as wheel arches and suspension-mounting points. For certain structural pieces, Lexus developed a type of ultrahigh-strength steel that can only be formed when it is glowing hot.

Weight reduction was a key objective, whether it was the thickness of radiator hoses or the clamps that hold them. Still, all the added technology means the car is heavier.

A new generation of Lexus seats debuts with the 2013 GS, including an optional seat that adjusts to articulate through the entire curvature of the spine. Another neat touch: The cross-section of the steering wheel changes its radius, making rapid rotations of the wheel easier.

Standard features include moonroof, 17-inch wheels, paddle shifters, LED interior running lights, bi-xenon headlamps, 10-way power seats, rear air conditioning vents and Bluetooth connectivity.

The 10 airbags include front knee airbags and rear-occupant torso bags mounted into the seats, in addition to window curtains. When the navigation option is chosen, the 12.3-inch information screen is wider than that of an iPad.

A new generation of Lexus seats debuts with this vehicle, including an optional seat that adjusts to articulate through the entire curvature of the spine. Another neat touch: The cross-section of the steering wheel changes its radius, making rapid rotations of the wheel easier. And, finally, there is a Japanese car that has lane-change turn indicators that blink three times when the signal stalk is lightly toggled.

The GS also comes in F-Sport trim, which is a factory-built performance pack that includes 19-inch wheels, larger brakes, stiffer suspension, variable gear ratio steering and bolder design cues.

What Lexus says: "The GS plays a much more important role for Lexus," Mark Templin, Lexus Division general manager, said at the press introduction here. "It's a bolder, more confident direction for the brand. There is no going back."

Compromises and shortcomings: There's no V-8 version; Lexus says the take rate was low, and more people were willing to pay a premium for a hybrid. Also, while other luxury brands are going to 7- and 8-speed automatics, the GS sticks with a 6-speed -- although the shift timing has been improved.

The market: The GS 350 goes on sale in February; the hybrid shortly thereafter. Lexus hopes to sell 20,000-25,000 units annually. The current generation peaked at 15,759 units in 2008, although the GS series sold 33,457 units in 2005. The Lexus brand has a 40% conquest rate for sales, due to its high owner loyalty, but it wants the GS to conquest at a 60% rate. Lexus will kick off the GS marketing with a Super Bowl commercial, the 1st time the brand has been involved in the game.

The skinny: Lexus bosses persuaded Toyota President Akio Toyoda not to kill the GS. But can Lexus convince Americans that the GS is better than the E class or 5 series? That may be a tougher pitch.

TSX69

http://www.autoblog.com/2011/11/23/2...-drive-review/

So Lexus wants to be taken seriously now. Certainly the brand is a heavyweight – and has been since the moment it launched 22 years ago, changing the luxury market almost overnight. It's just had trouble garnering the respect of the cognoscenti, the car enthusiast types, the sorts of people who can see a pair of taillights flash by and identify year, make and model.

Lexus representatives are not shy about the issue, in part because it's hard to ignore years of critics calling your cars bland and soulless, while smirking, self-avowed "car guys" trade their BMW sedans in on new BMW sedans, even as they grumble about electronic nannies, iDrive and Chris Bangle.

That's why Lexus built the LFA supercar, say the company's flacks, who seem unnaturally willing to admit that previous models were lacking a certain something, having settled upon the word "emotion" as the politically correct way to describe what was wrong with this last generation of Lexus products. But the real reason behind such refreshing, if specious hindsight, is that the Lexus braintrust thinks it has the solution to winning over its detractors in the 2013 Lexus GS 350.

The redesigned midsize luxury sedan goes on sale in February 2012, so Lexus saw fit to invite us out to Orange County, California, to spend a few hours behind the wheel. But first it wanted to emphasize just how important the GS is to the brand, as it will be introducing the new face of Lexus to the world – in a Super Bowl spot, no less.

Yes, that pinched, hollow stare you see from the so-called "spindle grille" of the GS is, indeed, it. Serious? Yes. Aggressive? Check. Mean? Pretty much.

If the Lexus GS doesn't look like the sort of car that slows down to let you merge, that's because the self-important drivers of the competition's products probably wouldn't either. While the Lexus folks might blush at putting such a fine point on it, they describe their prototypical customer as someone who wants it all, without compromises. In other words, not the sort of guy you'd want to work for, but exactly the kind you might choose to perform surgery – or represent you in court if you want to sue the doctor afterwards.

Even if we're not sold on the new grille, the rest of its lines are smooth and elegant.

But before we get too caught up in the idea that Lexus is embracing an edgier look, let's be honest: It's not like they've gone Juggalo here. Indeed, the GS now wears a sharp and scowling face, but there's little about the rest of the GS's styling that's shocking or screams for attention. In fact, while tooling around the OC, we were ruthlessly ignored, just one more in a seemingly endless succession of midsize luxury cars.

Even if we're not sold on the new grille, the rest of its lines are smooth and elegant. You can see plenty of traces of the old GS in the new one, especially in the greenhouse and the curved forward edge of the C-pillar, which carries over since the original. But Lexus has lengthened the rear deck a bit, while sloping its sides down to meet the character line that extends forward from the front fender along the side of the car. This, combined with a 2-inch increase in width, makes the new GS look lower to the ground and better visually balanced than the old model, despite being over an inch taller. The rear fascia of the GS looks more like its baby brother now, and the family resemblance will only increase once the IS acquires its own spindle grille. In total, the GS is an attractive car, and similar enough to the BMW 5 Series that nobody will mistake it for a Toyota Avalon.

Inside the GS, it becomes even clearer that Lexus has been studying the Bavarians. The instrument panel – hell, the whole interior – not only resembles the 5 Series, it feels like it when you're behind the wheel. Except it's better. Everything in the Lexus is pretty much in the same place as in the BMW, from the LCD screen that dominates the center of the dashboard, to the HVAC vents and controls, to the Lexus Remote Touch Interface right where BMW's iDrive knob would be. Even the GS steering wheel seems like a Bimmer knock-off. But the cowl height in the GS is low, which allows for a seating position high enough that the driver doesn't feel buried in the cockpit and visibility is excellent as a result. We also like that the instrument panel lacks all the strange contours of the 5er.

The materials in the GS are much improved, with lots of stitched leather upholstery and new mood lighting. That said, some of the metal-look plastic in the GS is, indeed, plastic – likely a price that engineers felt was worth paying to achieve an overall 10% reduction in the weight of the interior trim. You won't notice any skimping elsewhere, however, as the car is as quiet and comfortable as you'd expect of a Lexus. Optional 16- or 18-way adjustable seats seem like overkill, until you climb out of them and sit in the standard 10-way seats. Yes, we really have become that spoiled. We expect an on-board chiropractor next.

Lexus says the new GS tips the scales at exactly the same 3,795 pounds as the outgoing model, and while the length and wheelbase of the GS have not changed, the new model does have a 1.6-inch wider front track and a 2-inch increase in the rear. Lexus claims the torsional rigidity of the GS has been improved by 14% thanks to the use of high strength steel and new welding processes. We'll take all this – and a redesigned multilink rear suspension that enables 4-wheel-steering – as a down payment on further evaluation.

During our day with the GS we were mostly stuck puttering around So. Cal., without much opportunity to test the dynamics. To complicate matters, Lexus will be selling four different trim levels that carry some radically different equipment, not to mention an all-wheel-drive option and the GS450h hybrid. We're going to write up the hybrid separately, as it's truly a different car altogether – although we could almost say that about the F Sport model.

Positioned as the halo of the range, the F Sport carries quite a bit of equipment not offered on the other models, including 19-inch wheels, 14-inch front brake rotors, a firmer suspension with a special calibration for its adaptive system and a variable gear ratio steering system. It's also the only way you can put your hands on the optional Lexus Dynamic Handling System, which is how you get the rear steering actuator, capable of turning the wheels up to 2 degrees to improve turn in and handling.

The base GS, Premium and Luxury trims are more similar than they are different, with the Luxury package getting the adaptive part of the F Sport's trick suspension, but not the rest. A whole host of safety equipment is available, including a collision mitigation system with an infrared camera mounted behind the steering wheel to scan the driver's eyes. Lexus has also seen fit to introduce a head-up display that's functionally identical to the system General Motors has been using for years in such vehicles as the Chevrolet Corvette and Cadillac CTS. The company's Enform telematics system is also offered alongside an optional navigation system with a massive 12.3-inch screen.

Certainly, Lexus has loaded up the GS with a whole bag of new tricks, but its core is largely carryover. The optional V8 engine is gone – nobody bought them, apparently. So the 3.5-liter V6 remains, improved to make it a bit more powerful. It's now rated at 306 horsepower and 277 lb-ft of torque, an increase of just 3 horses and 3 lb-ft. However, Lexus estimates a fuel economy improvement of 2 miles per gallon on the highway and one combined when compared to the 2011 GS. The new car's 0-60 mile-per-hour time remains at 5.7 seconds. The 2013 GS uses the same 6-speed, sequential-shift automatic, but with paddle shifters in addition to a standard shift lever. Shifting with the paddles is fast and satisfying, and we like that they are small and well positioned unobtrusively behind the wheel.

Complementing the paddle shifters is a new 3- or 4-position Drive Mode, selected by a knob that sits below the shifter on the center console. This allows the driver to select either Eco or Sport S mode, in addition to the default normal mode. Eco mode attempts to save fuel by decreasing throttle response, while Sport mode does pretty much the opposite. The 4th setting, Sport S+, is tied to the adaptive suspension system that's standard on the Luxury and F Sport models, and optional on other trim levels.

Driving even the base car in normal mode feels more engaging than past Lexus models, with good road feel and feedback through the steering wheel. We'll mention that Lexus seemed to have all the cars on hand equipped with at least 18-inch wheels, despite spec-ing undersized 17-inchers as standard. The brakes slow the car with authority and the pedal feels nice and firm. Throttle response is great, and the sound under full-bore acceleration is sonorous. A new Helmholtz resonator in the engine compartment and a revamped muffler produce some pretty nice music, and it is refreshing to see Lexus embrace the idea that its cars can be quiet and loud at the same time – just as long as the noises are the right ones. Really, Lexus has hit on all the right notes (ahem) with its redesign of the GS.

Introducing a new design direction for the brand on the GS is pretty gutsy on the surface, because if there's 1 market segment where the pursuit of perfection has caught nothing but scorn, it would be this 1. In 2009 and 2010, the GS was the worst selling sedan in the Lexus lineup, with sales of just over 7,000 per year. By comparison, the 1-size-smaller IS sells about 5 times that number. Yet Lexus thinks it can move about 24,000 units of the new GS each annum, gung-ho on wooing buyers from other luxury marques. Lexus officials are claiming they expect about half of GS sales to come from the competition, which to hear them tell it means Audi, BMW and Mercedes-Benz.

Trebling sales would seem to require a historic European emigration, even if the segment grows some 5 to 7% next year, as Lexus predicts. The good news is that there are plenty of customers out there: Mercedes and BMW combined to sell over 100,000 E-Classes and 5-Series last year. By that measure, perhaps this bold new Lexus is actually vintage Toyota – in other words, pursuing a conservative strategy designed to test the waters on a lower volume vehicle before applying the face paint to the more lucrative parts of the lineup, like the ES sedan and RX sport utility.

While we can say with some certainty that the GS has the right aesthetics and a pleasant enough cabin to compete with its European adversaries, the hardware is what's really going to make or break the new model. From our initial impressions, Lexus is right there, offering a compelling package with enough serious go-fast bits to warrant consideration from all but the most slavish fans of Teutonic motoring. Now we just need to find the right roads.

Vital Stats
Engine:
3.5L V6
Power:
306 HP / 277 LB-FT
Transmission:
6-Speed Auto
0-60 Time:
5.7 Seconds (est.)
Top Speed:
142 MPH (limited)
Drivetrain:
Rear- or AWD
Curb Weight:
3,795 LBS
Seating:
2+3
Cargo:
14.3 CU-FT
MPG:
19 City / 28 HWY
MSRP:
N/A

dom

I don't think they've done enough.

myron

iTrader: (4)

eeehhhh what ever. Lexus doesn't excite me that much. I like those older LS models tho

biker

After an initial surge of sales, it will end lurking behind the M and A6.

krio

Autocar

What is it?

The outgoing Lexus GS 450h was a car you bought with your head and not your heart. But with this all-new model, Lexus if promising much greater levels of driver reward and performance to go with the mightily impressive – and equally improved - economy figures its petrol-electric hybrid drivetrain provides.

The all-new Lexus GS 450h sits atop a two-model range that will reach the UK in summer 2012, the entry-level GS 250 sitting below it. Its bold new design eschews the white-goods looks that have plagued recent Lexuses and will be rolled out across the next-generation of models.

The new GS is slightly wider (20mm) and taller (30mm) than before, but its length remains the same. Interior room is increased, and a change in the installation of the nickel-metal hydride battery pack has resulted in a 60 per cent increase in boot capacity.

Dynamically, Lexus is promising increased rigidity, agility and ride comfort from the all-new platform and double-wishbone front/multi-link rear suspension set-up. Additionally, F Sport models get an Adaptive Variable Suspension system to offer even greater control to the enthusiast driver. These range-toppers can also be specced with the Lexus Dynamic Handling package, essentially a four-wheel steering system.

The 3.5-litre V6 petrol engine has been retained and updated and is mated to Lexus’s second-generation hybrid system, which incorporates an electric motor and battery pack that can power the GS 450h for short bursts on its own or in tandem with the efficient Atkinson cycle engine. Combined power is 338bhp and torque is 254lb ft.

For those who ask why Lexus doesn’t do diesels, the firm will direct you to the performance and economy figures of this hybrid drivetrain. It can crack 0-62mph in 5.9sec and reach 155mph, yet still return 47.9mpg and 137g/km. Impressive stuff.
What’s it like?

What’s instantly striking about this car is how remarkably smooth and refined it is. It runs off stealth-like electric power alone at start-up and when the petrol engine kicks in at higher speeds, it’s seamless. Certainly, it is a very relaxing car to drive both around town and on the motorway, a pre-requisite for most GS 450h buyers.

Those looking to steal a march at the traffic lights will also not be disappointed. The performance claims seem genuine, and the GS 450h possesses an overtaking ability not normally associated with cars equipped with CVT gearboxes. The GS 450h is more than fast enough for almost all everyday situations, and you’ll rarely be found wanting more power.

The new suspension set-up and increased rigidity to the body shell have resulted in impressive ride quality and body control, both of which feel much improved over the old GS 450h. One niggle was the ride being prone to fidgeting at low speeds on the 19-inch F Sport alloys of our test car, but this wouldn’t be a deal-breaker.

Our go in the GS 450h included a trip to a test track to see if those claims of new-found levels of driver involvement were genuine. And the four-wheel steering system succeeds in making the GS 450h feel nimble and more stable at higher speeds. Very little input is required to the steering such, something which can make the car seem lacking in feel at first, but ultimately results in much sharper turn-in.

The extra involvement can be heightened by selecting the most focused Sport S+ mode from the four on offer with the Drive Model Select (Eco, Normal, Sport S and Sport S+). The engine speed is increased, along with a sharper throttle response and manual control of the gearbox using the steering wheel-mounted paddles.

Inside, it’s hard not to find a good driving position with the 18-way adjustable electric front seats. The quality is as you’d expect from a Lexus, and the large display screen is a welcome addition at being a one-stop-shop for everything from the sat-nav, to minute-by-minute economy.

But despite the boasts of extra space, the interior does feel a touch cramped. Whether this is down to the disappointing visibility, dark materials of our test car or the sheer amount of buttons and controls on the dash and centre console was hard to precisely pinpoint in this initial test.
Should I buy one?

However much Lexus improves the dynamic ability of the GS 450h to appeal to the enthusiast buyers, the car is still likely to be snapped up by wealthy private individuals who are more drawn by the hybrid drivetrain than its ability on a track. They will be pleased to hear the economy figures, like the performance and handling claims, are no gimmick and were largely achieved on our test drive.

That’s not to say the enthusiast should overlook the new GS 450h. It successfully builds on the performance and refinement of the old model and throws in extra agility and responsiveness. It’s unlikely to be cheap to buy, but the particular type of buyer who the GS 450h appeals to is unlikely to be disappointed.
Mark Tisshaw

TSX69

2013 Lexus GS 450h 1st Drive

The 1st-generation Lexus GS 450h didn't make sense to a lot of people.

Lexus promised V8 performance with V6 fuel economy. But hybrid geeks were thrown off by a combined mileage rating of only 23 mpg, while driving enthusiasts were put off by its lifeless steering, portly curb weight and intrusive stability control system.

It didn't help that the GS hybrid cost some $3,000 more than the V8-powered GS 460. Yeah, we woulda had a V8 for sure.

With the 2013 Lexus GS 450h, Toyota's luxury brand is taking a different approach. This time the emphasis is on fuel mileage, as in an estimated 35% improvement over the 2011 model. And this time around the GS hybrid is taking the place of the V8 model, so it's hybrid or nothing. Bold move.

Version 2
The GS 450h continues as a series-parallel hybrid, which means it's capable of operating in electric-only, gas-only, or a combination of the 2 modes. Its 286-horsepower 3.5-liter gasoline V6 now uses the Atkinson cycle for greater fuel efficiency.

There's also an increased compression ratio (13.1:1, up from 11.8), a new mid-port intake tumble generator and Lexus' combo of direct and port injection, which Lexus calls D-4S. Although the Atkinson cycle is more efficient, the downside is that it has a narrower power band. No problem when you have a 2nd power source on-board.

In the GS 450h the extra power comes from a water-cooled 30kW (41-hp) permanent electric motor powered by a nickel-metal hydride battery pack. In Sport mode, the system voltage is bumped up, which raises the battery power to 52 hp (39 kW) for a total combined hp of 338. The gas engine and electric motor drive the rear wheels independently or in tandem, depending on what's needed.

Also helping to reduce fuel consumption is better cooling of the hybrid's power control unit. The GS's Eco mode takes it a step further by limiting the electric motor to a maximum of 500 volts. And lastly, the regenerative braking operation range has been expanded.

The result? An estimated 29 city, 34 highway and 31 combined mpg, a colossal improvement over the previous GS hybrid's numbers (22 city/25 highway/23 combined mpg). Even more impressive is the fact that Lexus claims that the new 2013 Lexus GS 450h will hit 60 mph in 5.6 seconds and carry on to a top speed of 131 mph. It may be more efficient, but it's certainly not any slower.

Stiffer and Lighter
Just like the 2013 GS 350, the new GS 450h carries over an identical wheelbase and overall length, but is 2 inches wider and 1.2 inches taller in an effort to gain some interior space. It worked, as head-, knee and foot room are all reasonable now for slightly above average-size adults. That goes for the backseat as well. Lexus engineers also created more trunk room by vertically stacking the battery pack, so cargo room is up by nearly 3 cubic feet.

The 2013 Lexus GS 450h has more than just all-new sheet metal. The body is also 14% stiffer due to an increased number of spot and laser welds. Meanwhile, the interior was put on a strict diet, with the engineers told to lighten every material possible to make up for the car being slightly larger and stuffed with more features.

We were told at the car's press launch that the 2013 model is in fact 14 kilograms (31 pounds) lighter than the 2011 model, but a quick check of Lexus' own specs lists the 2011 model's curb weight as 4,134 pounds versus the 2013 car's 4,190 pounds. Maybe it's new math.

New Digs
The interior of the previous GS 450h was hardly its weak point, but Lexus sought to improve it for 2013 anyway with an all-new design and a higher grade of materials.

A couple of things stand out: First, Lexus lowered the comfortable driver seat a small amount so that you sit more in the GS, not on it. 2nd, the GS 450h comes with a bamboo steering wheel and trim pieces, which Lexus says "reinforce the sustainability of the GS 450h." Whatever, it's cool, especially because it's left au naturel, without the usual wood clearcoat.

The materials generally are a step up from the previous GS, although a few of the plastic buttons (particularly for the HVAC controls on the center stack) feel a little cheap and don't quite match the tactility of the rest of the cabin.

Order the optional navigation system and you'll get a gigantic 12.3-inch display screen, controlled via a second generation of Lexus' Remote Touch controller, a device that looks and acts like a computer mouse. You'll also have the handiness of the Lexus Enform App Suite, which lets you access your mobile phone apps through the display screen, for searches with Bing, OpenTable (restaurant reservations), MovieTickets.com, Pandora, iHeartRadio, Yelp (restaurant/business reviews) and of course Facebook.

Adaptive Suspension
The 2013 Lexus GS 450h shares its updated chassis with the standard GS 350. That means a wider track, increased use of aluminum for the front double wishbones and a multilink setup in back that uses a new rear subframe and more aggressive geometry.

But the big news is that Lexus' Adaptive Variable Suspension (AVS) system comes standard on the hybrid model. It's a softer setup than on the GS 350 F Sport, but the principle is the same: The shocks are constantly adapting to road and driving conditions and they're driver-adjustable.

Toggling the Drive Mode selector lets you choose among Eco, Normal, Sport and Sport Plus. The first three mostly deal with throttle calibration, but Sport Plus dials back steering boost and firms up the shocks, while raising the stability control's intervention point (a Lexus official told us it could be fully defeated, but no amount of button pushing/holding did the trick).

On a fast and twisty back road, the 2013 Lexus GS 450h felt heavy and a bit ponderous through turns in the Sport setting. There's a definite feeling of some major weight being thrown over to one side as you enter high-speed bends. But cue up Sport Plus and there's a big difference in terms of body roll, precision and confidence, and the weighting of the steering is heavier and more precise.

V8 Substitute?
Driving around town, the first thing you notice is that, well, it simply doesn't have the smooth, supple feel and sound of a V8. In other words, it's not a great replacement, at least if you're more than an A-to-B type of person.

The electronically controlled continuously variable transmission (CVT) still rubberbands a bit and there's still some steady-state throttle surge. The brakes are far from linear, too, as they have an abrupt initial tip-in, then become difficult to modulate for a smooth stop.

Drive it casually, though, and the GS 450h is reasonably quiet and seamless. Floor the throttle and, although the CVT hangs the revs up high, it surprises you with how deceptively it gets up to speed, and the force with which it keeps pushing forward.

The Bottom Line
The 2013 Lexus GS 450h will begin production at the Tahara, Japan, plant in late April/early May of next year. Pricing is a long ways off from being set, but a reasonable guess is around $60,000 (the current model begins at $58,950).

This is an improved GS hybrid for sure, if not in pure drivability then in terms of interior quality, design and definitely handling due to the standard-issue adaptive suspension. Lexus isn't expecting the GS 450h to set the world on fire with sales numbers. It's guessing that the GS 450h will account for less than 10% of the total GS mix.

Sales expectations aside, the 2013 Lexus GS 450h at least makes sense this time around. It's still got the sauce to back up its rep as a performance hybrid, but now it gets the kind of fuel economy for which owners could actually be smug about. And isn't that the point of hybrids anyway?

wassystyle

it looks great in white

SSFTSX

This $58K car with size and Performance identical to TL-SH-AWD. not even better NVH.
TL looks more advance





http://www.insideline.com/lexus/gs-3...full-test.html
2013 Lexus GS 350 F Sport Full Test

Vehicle
Year Make Model 2013 Lexus GS 350 4dr Sedan (3.5L 6cyl 6A)
Vehicle Type RWD 4dr 5-passenger Sedan
Base MSRP $47,875 (est.)
Options on test vehicle F Sport Package (est. $4,000 -- includes F Sport-tuned Adaptive Variable Suspension, larger front brakes with high-friction pads, Variable Gear Ratio steering, 19-inch staggered-width wheels with summer performance tires, 16-way power driver seat, sport front bumper, mesh grille inserts, rear lower valence and lip spoiler, unique interior with aluminum trim, perforated leather and black headliner); Navigation With Mark Levinson Premium Sound Audio (est. $4,000 -- includes Lexus HDD navigation system with 12.3-inch display screen, Mark Levinson audio with 835 watts and 17 speakers, Lexus Enform with Safety Connect, voice recognition system, SiriusXM NavTraffic, NavWeather, Sports and Stocks); Premium Package (est. $1,400 -- includes rain-sensing wipers, heated/ventilated front seats and power rear sunshade); Dynamic Rear Steering (est. $1,000); Blind Spot Monitor (est. $250).
As-tested MSRP $58,525 (est.)
Assembly location Tahara, Japan
Drivetrain
Configuration Longitudinal, front-engine, rear-wheel drive
Engine type Naturally aspirated, direct- and port-injected V6, gasoline
Displacement (cc/cu-in) 3,456/211
Block/head material Aluminum/aluminum
Valvetrain DOHC, 4 valves per cylinder, variable intake + exhaust-valve timing
Compression ratio (x:1) 11.8
Redline, indicated (rpm) 6,600
Fuel cutoff/rev limiter (rpm) Shifts at 6,400
Horsepower (hp @ rpm) 306 @ 6,400
Torque (lb-ft @ rpm) 277 @ 4,800
Fuel type 91-octane required
Transmission type Six-speed automatic with console shifter and steering-mounted paddles with sport/competition modes
Transmission ratios (x:1) I = 3.52; II = 2.04; III = 1.40; IV = 1.00; V = 0.72; VI = 0.59; R = 3.22
Final-drive ratio (x:1) 3.62
Chassis
Suspension, front Independent double wishbones with high-mount upper arms, coil springs, driver-adjustable two-mode variable dampers, stabilizer bar
Suspension, rear Independent multilink, coil springs, driver-adjustable two-mode variable dampers, stabilizer bar
Steering type Electric-assist, speed-proportional variable-ratio rack-and-pinion power steering with active rear-steer
Steering ratio (x:1) 10.3-12.0
Turning circle (ft.) 17.4
Tire make and model Bridgestone Potenza RE 050 A
Tire type Asymmetrical summer, performance (35 psi cold front; 36 psi cold rear)
Tire size, front 235/40R19 (92Y)
Tire size, rear 265/35R19 (94Y)
Wheel size, front 19-by-8 inches
Wheel size, rear 19-by-9 inches
Wheel material Forged aluminum
Brakes, front 14-inch ventilated discs with four-piston fixed calipers
Brakes, rear 12.2-inch ventilated discs with single-piston sliding calipers
Track Test Results
Acceleration, 0-30 mph (sec.) 2.3
0-45 mph (sec.) 3.9
0-60 mph (sec.) 5.8
0-60 with 1 foot of rollout (sec.) 5.6
0-75 mph (sec.) 8.4
1/4-mile (sec. @ mph) 14.1 @ 99.9
0-30 mph, trac ON (sec.) 2.5
0-45 mph, trac ON (sec.) 4.1
0-60 mph, trac ON (sec.) 6.0
0-60, trac ON with 1 foot of rollout (sec.) 5.7
0-75 mph, trac ON (sec.) 8.6
1/4-mile, trac ON (sec. @ mph) 14.2 @ 99.3
Braking, 30-0 mph (ft.) 29
60-0 mph (ft.) 112
Slalom, 6 x 100 ft. (mph) 69.7
Slalom, 6 x 100 ft. (mph) ESC ON 67.7
Skid pad, 200-ft. diameter (lateral g) 0.88
Skid pad, 200-ft. diameter (lateral g) ESC ON 0.87
Sound level @ idle (dB) 39.7
@ Full throttle (dB) 70.0
@ 70 mph cruise (dB) 63.5
Engine speed @ 70 mph (rpm) 1,900
Test Driver Ratings & Comments
Acceleration comments V6 has decent power and gets a meaner rasp the higher it revs. Automatic shifts pretty quickly. Launching wasn't difficult, as the GS is not capable of wheelspin even with power braking. Best run came in Manual shift mode (by a tenth). Still shifts for itself at 6,400 rpm, but shifts seemed ever so slightly quicker in Manual. Manual shifting is via paddles or console lever (pull back for downshifts with lever). Blips throttle on downshifts.
Braking comments Firm pedal, relatively short travel. Car tracks straight, but nosedive is noticeable and there's a significant (and surprising) amount of rear tire lockup. First stop was 115 feet. Shortest was 7th stop at 112 feet. Longest was 5th at 123 feet.
Handling comments Skid pad: Light steering but at least some indication as to what the front tires were up to. Chassis isn't overly responsive to drop-throttle. But biggest problem was the throttle's sensitivity (or abruptness) in Sport Plus mode, which meant it wasn't as easy as it should've been to play with the throttle to adjust the car's attitude. Slalom: 69.7 mph is an impressive time for a car as big as the GS. Summer tires and the F Sport's stiffer suspension help. Platform feels solid and steering is quite quick. The electric assist isn't perfectly intuitive in its feel and weighting, but the F Sport goes where you point it and changes direction easily around the cones. Very planted and also reluctant to oversteer. ESC has high intervention point when on, gently reducing throttle and only adding brakes if you completely overdrive it.
Testing Conditions
Test date 11/9/2011
Test location California Speedway
Elevation (ft.) 1,121
Temperature (°F) 64.4
Relative humidity (%) 24.8
Barometric pressure (in. Hg) 29.1
Wind (mph, direction) 1.88, Headwind
Odometer (mi.) 1,348
Fuel used for test 91-octane gasoline
As-tested tire pressures, f/r (psi) 35/36
Fuel Consumption
EPA fuel economy (mpg) 19 city/28 highway/23 combined (estimated)
Fuel tank capacity (U.S. gal.) 17.4
Driving range (mi.) 487.2 (estimated)
Audio and Advanced Technology
Stereo description AM/FM/CD/MP3/HD radio/DVD Audio Mark Levinson premium surround-sound system with 835 watts and 17 speakers
iPod/digital media compatibility Standard iPod via USB and Aux-in jacks
Satellite radio Standard SiriusXM with three-month trial subscription
Hard-drive music storage capacity (Gb) Not available
Rear seat video and entertainment Not available
Bluetooth phone connectivity Standard
Navigation system Optional HDD with 12.3-inch display screen
Telematics (OnStar, etc.) Optional with one-year trial subscription
Smart entry/Start Standard ignition doors
Parking aids Standard back-up camera, optional Intuitive Park Assist
Blind-spot detection Optional
Adaptive cruise control Optional
Lane-departure monitoring Optional
Collision warning/avoidance Optional
Night Vision Optional
Dimensions & Capacities
Curb weight, mfr. claim (lbs.) 3,795
Curb weight, as tested (lbs.) 3,832
Length (in.) 190.7
Width (in.) 72.4
Height (in.) 57.3
Wheelbase (in.) 112.2
Track, front (in.) 62.0
Track, rear (in.) 62.6
Legroom, front (in.) 42.3
Legroom, rear (in.) 36.3
Headroom, front (in.) 38.0
Headroom, rear (in.) 37.8
Shoulder room, front (in.) 57.3
Shoulder room, rear (in.) 55.7
Seating capacity 5
Trunk volume (cu-ft) 14.3
GVWR (lbs.) 4,830
Ground clearance (in.) 5.7
Warranty
Bumper-to-bumper 4 years/50,000 miles
Powertrain 6 years/70,000 miles
Corrosion 6 years/Unlimited miles
Roadside assistance 4 years/Unlimited miles
Free scheduled maintenance 5,000 miles

phile

oh sweet Jesus it's back

Edward'TLS

This is exactly what a true-luxury brand means. A similar car but carries a much higher premium price tag than the Acura TL, and doesn't flop like the Acura RL sedan.

When the time comes for Acura to be a recognized true-luxury brand, the TL too can carry a $58K price tag.

SSFTSX

I pretty sure it will flop. You wont see loaded GS350F Sport that many. Most will be low end $47k leases. and certainly not for 8 year production.

Belzebutt

You had me at "advance".

vybzkartel

Don't know 'bout the rest 'o y'all, but I gotta agree(doh!) wit SSF.....um....TSX, on this one!

05TLdcc

so you're a moron too huh?

crazyasiantl

iTrader: (7)

vybzkartel

Yeah, I'm a moron by agreeing that, IMO, the TL looks better than the GS!

You guys are so childish, it baffles me sometimes!


*Edit* Oops nevermind, I just saw your age....19...go figure! When you become a man, you'll understand...

CLtotheTL32

iTrader: (3)

I saw the new GS at SEMA this past month. It's much better looking in person BUT it didn't excite me much. The interior is gorgeous and nicely done but the exterior is meh.

wassystyle

I was at the Carlsbad outlets here in SoCal and someone had a right had drive GS 250 parked in the parking lot. I took some pics but I don't know how to post them from my iPhone, the car look sick and when they do hit the road post people will like the new look IMO.

upnout

iTrader: (6)

I've always liked the GS. It's my next step up from the TL. I can deal with the 2013 GS grill, if the car is White or a charcoal or darker color. Where the front mid bumper is not so noticeable.

Yumcha

Press release...

Yumcha

TSX69

Silver_Surfer

The shape of that grill is like the Predator. Ugly.

Moog-Type-S

Interior hawtness!!!

JS + XES

iTrader: (1)

that interior is just on another level so HAWT

biker

http://content.usatoday.com/communit...-in-february/1

TSX69

2013 Lexus GS Unleashed in Super Bowl Ad

Lexus has a redesigned GS that it truly believes can compete with the likes of the BMW 5 Series and Mercedes-Benz E-Class. So it's going where the eyeballs are with its marketing, ponying up for the brand's first-ever Super Bowl ad. Lexus' commercial is just a 30-second spot, joining the likes of Acura, Audi, Cadillac and other brands buying time during the big game.

Lexus is calling its ad, "The Beast," which calls to mind both President Obama's limo and the 2009 documentary by Eric Bana. The actual spot, however, has a rather hackneyed sci-fi theme: A GS350 is locked up in a shipping container sized cage in a lab, and uses its new "Lexus spindle grille" to break free in a destructive orgy of CGI.

http://www.youtube.com/watch?feature...&v=RFPMx2vaFNg

F23A4

I know that looks are subjective but I don't think the TL looks better than anything in this segment.

The jury is out on whether or not the 4G GS will do well but it's styling "polarizing". That said, I can picture its styling growing on me whereas as with the 4G TL that was never going to happen.

KaMLuNg

iTrader: (5)

that front end of the 4GS is just plain old mean looking... 'beast' is the right word... and it has the bawls to back it up under the hood...

the 4G TL's beak and all of what acura has put on their cars lately just looks out of place...

vybzkartel

I didn't necessarily mean the entire 4G TL, per se. But rather the '12 model(in the pic above).

Moog-Type-S

The front end is pretty mean looking....however that interior is gorgeous!!!!

LawnPro

The F is hot for a lexus. Nice interior - reminds me of a 3/5 series interior.

Yumcha

GS-F teaser images...