Lexus SC430

REVIEWS AND ROAD TESTS

The family jewel

In my opinion, Lexus creations have always played perfect (after-sales service, reliability, etc.) and offer little extras that we wouldn ’ t have thought about, while selling at a price that beats all competition.

Rational like all other family members, the SC430 coupe/convertible – the brand ’ s new flagship according to its designers – is being launched is a segment where emotion and branding mean everything. The SC430 will do anything to succeed, even remove the top! With its removable aluminum top, the SC430 offers unequal versatility. The top opens and closes in less than 20 seconds at the touch of a button. An aluminum double overhead camshaft V8 engine equipped with variable distribution (VVT-i) transmits power to the rear wheels through a 5-speed automatic transmission.

Despite its remarkable drag factor of 0,30 and its noticeable looks, the SC430 isn ’ t breathtaking. Its strange proportions, the awkward rear-end spoiler and its tin-pan wheels didn ’ t appeal to me. What about you?

Only one version is offered, a 2+2 in which rear passengers better have no legs at all. Between the rear seat headrests, you ’ ll find a handy wind plate that helps keeping the wind from messing with your hair at every open-roof opportunity. .

After twisting your spine trying to get a hold of the safety belt, you can appreciate the comfort of the German Baden-leather covered front seats with power adjustment. They are inserted in a maple-wood casing (more discrete walnut is also offered at no charge) where the stepped automatic transmission lever, twin cup holders and storage rest. By imitating a ski lift with your right hand, you ’ ll find a Mark Levinson stereo sound system (that hides on request behind a panel), the electronic air conditioning panel and the on-board computer (average fuel consumption, autonomy, etc.).

Instrumentation is sober, with one cylinder for the speedometer, one for the tachymeter and a third one for fuel and temperature gauges. The pretty steering wheel, adjustable two-ways, offers a full grip. The short hood poses no problem for maneuvering the front end in tight parking spots.

No one is willing to pay the average GIP of a whole third-world village without expecting comfort beyond words. Along with the leather, the interior is full of small attentions: the only option is the block heater. As mentioned earlier, the metal roof slides down at the touch of a button, into a compartment inside the trunk. There ’ s just enough room left for your ordinary golf bag. The SC430 is powered by a V8 engine, the same 32-valve 4.3-litre that equips the LS and GS sedans. Its 300 hp are needed to move this Lexus, which is not especially light (1,740 kg). The strong torque (325 lb-ft @ 3,400 rpm) and great flexibility of this engine make for pleasant city driving and solid accelerations when needed (0-100 km/h in 6.2 seconds). Considering the weight and power of this car, fuel consumption is reasonable at 12.9 L/100 km. The 75-litre tank takes nothing but premium gasoline.

The low-profile 18-inch Bridgestone tires (ever heard about winter, guys?) are tied to an independent suspension on all wheels for a quiet, firm and flexible road handling. Even roofless, the SC430 chassis is rigid enough to let you drive over potholes without looking in your shaky mirrors (don ’ t worry, SC430 are perfectly stable) for lost parts. The SC430 is not at properly speaking a sports car, but rather a Grand Touring that will please sunbathing lovers. It handles remarkably easily and gives the all-time impression that everything is under control. It couldn ’ t have been otherwise with the array of safety devices it contains (anti-spin, anti-skid, anti-locking, braking relay). The SC430 invites you for a safe drive, somewhat dull for driving lovers. If you dare push it a bit, it will let you know (by the sound of the rear tires) that it slightly oversteers. Exclusive (by its mere price and limited quantity), refined, and beautifully assembled, the SC430, like many other Lexus, forget that there is more than reason to life. In my opinion, it stills lacks this spirit of perfectibility that makes some cars so endearing.

PROS
Interesting hard top
Torquey engine
Perfect fit and finish

CONS
Weirdo styling
Lacks charisma
Toy-like wheels

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Lexus RX300

REVIEWS AND ROAD TESTS

How time flies

Since the Toyota Highlander is a spin-off of the Lexus RX300, this review can be applied to both.

After solidly establishing its luxury automobiles’ reputation for quality and reliability, Lexus decided to set its sights on new territory. First it ventured cautiously into the off-road world with the big LX450, since replaced by the opulent LX470. Then, for the first time ever, Lexus played its AWD card with the RX300.

At the time, this vehicle was completely unusual, in a market niche that is still that way. In fact, the RX is neither a traditional “4×4″ nor a close relative of a wagon model. And it’s not a real off-road vehicle since, like the Subaru Outback and Volvo XC, it doesn’t feature a short gear ratio.

One thing is certain : the RX300 is preparing to turn over its niche to a new generation of Lexus models, assembled for the first time outside of Japan.The driving position is high and visibility is impeccable, with the exception of the blind spot created by the 3rd roof pillar and hefty rear headrests. Access is easy and seats are comfortable and mold well. The average adult will find that seats are positioned low and as a result, rear-seat passengers ride with their knees a bit higher than they should be. In addition, intrusive wheel wells make getting out of the RX somewhat problematic in winter weather. The hatchback trunk is fairly roomy, but its high sill makes loading heavy objects a pain.

Although presumed to be rivals, these two models have fundamentally different missions. They both have the same modern design and refinement, but the RX300 is focused on luxury and comfort while its rival is designed to be functional above all else. Lexus uses materials of impeccable quality, finishing is remarkable and attention to detail is consistent and very impressive. Other positive examples: the RX 300 has a CD player (6 discs, optional), mounted in a fairly big glove box; windows that roll down and up with one touch of a button by any one of the passengers in the four main seats, an efficient air conditioning system, plenty of easily accessible, practical and often ingenious storage spaces. The center console features two drawers designed to accommodate all the essentials of modern life : cell phone, sunglasses, a huge change holder and maybe even a giant cappuccino.

The dashboard is audaciously styled with a center portion that juts out like the prow of a small ship. Whether you like it or not, you’re bound to notice the cathode screen positioned smack in the middle and offering redundant information on air conditioning and sound system settings; Japanese consumers get a complete navigation system, which could soon come our way. The only drawback is that bright sunlight often makes the screen illegible. But most ironic of all, primary controls have been shoved aside precisely to make room for the famous screen.

This small mistake aside, the new RX300 offers excellent overall styling, comfort and driveability and the perfect blend of pleasure and practicality that Lexus is famous for bringing to the automotive market.With its new RX300, Lexus is taking aim at the Mercedes ML320, even daring to give it a base price that is virtually identical to the German-American SUV. Both models have similar lines and similar powertrains: a 220-hp 3-liter V6 versus a 215-hp 3.2-liter unit. Performance levels are close, as are acceleration and braking capabilities. They even drive and handle very similarly. The Lexus is just a little bit smoother and has just a little bit less manoeuvrability, mainly because of its long turning radius. The RX swallows kilometer after kilometer effortlessly and with almost no noise when it’s out on the highway, but is is somewhat sensitive to crosswinds. The RX features a unitized body, while the ML has a separate chassis. The first can handle 1588 kg (3500 lbs.), while the latter can take on 2268 kg (5000 lbs.), a major and crucial difference for campers and vacationers.

PROS
Excellent powertrain
Impeccable finishing
Fully equipped

CONS
Sensitivity to crosswinds
Towing capacity
Trunk access

CRASH TEST (five stars indicate the best protection)
Driver: * * * *
Passenger: * * * * *

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Lexus LX470

REVIEWS AND ROAD TESTS

Too little too late?

The year is 1996. Eager to cash in on the dollars generated by customers smitten with utility vehicles, Lexus adopts the Land Cruiser (Toyota) and attempts to teach it good manners.

Thus was born the LX 450. It was quite a mistake, as proven by its poor performance in the market. So it’s back to the drawing board and in 1998 came the LX 470, an elaborate utility vehicle still based on the Land Cruiser, but with a more clearly defined personality.Is the LX 470 more impressive than its predecessor? The numbers speak for themselves: it is longer, wider and lower than the previous model. Enough said. In addition to giving the LX 470 a more aggressive look, this re-sizing exercise gives more room to the passenger compartment’s eight potential occupants, who are treated to the good looks of leather upholstery and walnut inlays. The driver’s huge bucket seat is fully adjustable, but offers very little lumbar support. And what to say about the large console, home to a host of controls that will have you reaching for the owner’s manual not once, but twice? The third row seat can be folded completely out of the way and can also be removed when not needed. Access to the cargo area is gained via a practical half-hatchback whose lower panel folds down in a jiffy.Unlike the LS 430′s all-aluminum V8, the LX 470′s engine (derived from the first) has an iron block that weighs only 75 pounds more than the 4.3-liter unit that powers the sedan. With its 230 horses at 4,800 rpm and, more importantly, its 320 pounds of torque at only 3,400 rpm, this V8 is extraordinarily smooth, generous with its torque and capable of reaching 100 km/h (60 mph) in a little less than 10 seconds. This leads to fairly significant fuel consumption, but given this vehicle’s selling price, it shouldn’t be a point of contention for most buyers.

The engine is teamed up with an electronically controlled four-speed automatic transmission that is every bit as precise and smooth as the LS 400′s units. Power is supplied to the four wheels via an all-wheel drive system featuring a dual mode transfer box (Low and High). Sensitive to higher speeds, the rack-and-pinion steering system is a bit soft and the four ABS brakes do their level best to stop this monster. The adaptive variable suspension ensures consistent stability when cornering or changing course more or less abruptly. With its energetic V8, high-clearance adjustable suspension (independent in front) and efficient full-time 4×4 system, the LX 470 has strong arguments in its favor as it strives to capture the title of "King of the 4×4 World". That title remains elusive when faced with some of the frequently more gifted competition.

PROS
Extremely smooth engine
Good handling
Comfortable ride

CONS
Allergic to city driving
Hefty price
Some confusing controls

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Lexus LS430 4.3L

REVIEWS AND ROAD TESTS

Still driven to perfection?

Lexus wanted to be the Japanese Mercedes. Ten years ago, its flagship LS400 model spared no alluring feature to convince us it could pit itself against the big guy. But through this obsession with outdoing the competition, Lexus has lost touch with what attracted us in the first place, its character. Cold and austere, the LS400 was a soulless vehicle.Twelve years ago, Lexus introduced its standard-bearer, the LS 400, which would quickly shake up the ivory tower in which the major European manufacturers were comfortably ensconced. Unsettled, Mercedes and BMW were forced to reduce the sticker price of their vehicles and to redefine their relationship with key consumers.

You ’ ll need sharp eyes to pick out the improvements of this sequel. For one, there ’ s an extra memory setting (three instead of two) for customising the position of the driver ’ s seat. Then there ’ s the optional slatted shade for the rear window and the right-left oscillating air conditioning registers that provide cold, clean air, thanks to a deodorising air filter that removes everything from street odours to cigar smoke.

It ’ s all in the details, which, coupled with the many options, are essential components of the pleasurable experience this car has to offer. Unlike its role model, the Mercedes S Class, the LS430 doesn ’ t offer a voice-activated command system for the air conditioning and other features. But it does feature a similar cruise-control system, which permits you to maintain a chosen distance from the car ahead of you.

One drawback: at 453 litres, the trunk space is disappointing for a sedan of such considerable dimensions, particularly since its makers are careful to point out that its trunk is roomier than that of an S Class, the rival it strives to emulate. The driver ’ s seat is surrounded by warm woodwork, covering everything from the dashboard, console, shift knob and rim of the steering wheel.

The overall picture is that of austerity, bordering on sheer gloom. As far as functionality goes, however, there is certainly nothing amiss: the driving position, instrument legibility, and equipment quality are far beyond reproach.Just for the thrill of it, Lexus has reconfigured its 4,0 litre V8 engine. The engineers started by increasing the engine capacity to 4,3 litres and lowering its environmentally-unfriendly emissions, without reducing its fuel consumption, however. They also optimised valve overlap to produce more torque at all engine speeds. According to Lexus management, the LS430 can reach 100 km/h in less than seven seconds. There ’ s no need to put the V8 to the test by shaving off another few fractions of a second, this is simply an engine that will bring a little more fun into your life. Quiet and silky smooth, it responds instantaneously to the slightest touch of your right foot on the accelerator. What ’ s more, the five-speed automatic transmission relays power to the rear tires, without ever losing speed, no exaggeration.

Make no mistake, this car is designed to envelop you in a worry-free atmosphere. You ’ ll be surprised at the speed you can attain in such a heavy sedan (1785 Kg).

Of course, its substantial heft does call for caution, and Lexus provides many effective safety guards (antiskid, antilock, ABS), many of which are, unfortunately, audible features. Still, the sound tells you these features are active and effective, providing just the reassurance you need to tear up the road in your new LS430. While you can ’ t judge a book by the cover, the LS430 has a silent and comfortable drive that ’ s as dull as dishwater, just like its uninspiring exterior. You hear nothing and feel nothing at the helm of this manor house on wheels. The cottony-smooth steering does its best to insulate the driver from receiving information from the outside world. It ’ ll cost you a few hundred, even a few thousand extra dollars to put a little more vitality into the driving experience. For a thorough test of its mettle, we drew from the Sport group of options for a more rigid, spiral spring suspension and wider tires with better grip. Equipped with these features, the LS430 handled with more agility and precision, but was nowhere near as responsive as, say, the BMW 7 series.

It also had a stiffer ride, but was not so inflexible as to be uncomfortable. To experience the sensation of travelling on a flying carpet, you ’ ll have to spring for the pneumatic suspension option, which does not come cheap, but smooths out every bump in the road to a rare degree of success.

The designers of the LS430 still have some work to do before they reach perfection. In many ways, however (reliability, service, details, quality), the LS400 reached that goal long ago.

PROS
Sublime engine
Driving comfort and silence
Quality of service

CONS
Unexceptional exterior lines
Standard package rather bland
Limited trunk space

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Lexus IS300 SportCross 3.0L

REVIEWS AND ROAD TESTS

The Wannabe BMW?

The IS300 may have the word New stamped on its forehead, but it has been making tracks on Japanese roadways for several years, where it ’ s known as the Altezza.It ’ s quite a restrained design (as well as an aerodynamic one, with a coefficient of drag of just 0,29). In fact, perhaps the only way to turn heads with the IS300 is to slather its exterior with Lexus ’ Super Yellow paint. Still, its apparent lack of originality is no cause for lament (we ’ ve seen worse from Japanese stylists), as it ensures that passing design fads will have little impact on its appeal.

The exterior may be as sober as a judge, but the party begins as soon you see the interior. Picture a sparkling chrome gear shift handle, a la Ferrari, coupled with crinkled, horribly ugly plastic upholstery that mimics the padded leather of old-fashioned sports cars. The instrument panel is also something to behold. A passionate clock-maker, the designer created an set of original chronographs that recall his favourite timepieces. Inside the immense speedometer are affixed three gauges (measuring temperature, battery and fuel consumption), and on either side are found the tachometer and fuel gauge. To further add to the ambience, the drilled aluminium pedals are covered with rubber pads for reliable grip, even with wet soles.

Settling deeply into a seat that feels as if it ’ s moulded to your body, you ’ re at an optimal visual and physical distance from the commands and feel ready to hit the road if you cannot find a comfortable seating position, you ’ re overdue for an appointment with your chiropractor.

This Lexus offers less satisfaction to the rear passengers, however, whose comfort level is merely adequate. The trunk is also somewhat less than spacious, and it ’ s not possible to fold down the rear seat backs to increase trunk space.The IS300 has a six-cylinder, 3,0 litre engine, hmmm, just like the BMW 330, has already acquired a solid reputation under the hood of other Toyota vehicles, such as the Supra and the GS300. In the IS300, the engine delivers 215 horsepower at 5,800 rpm and enjoys a variable electronic distribution that gives it a smooth, responsive ride. While it may be politically incorrect to mention it, one should note that IS300 is reputed to have a maximum speed of 230 km/h. You can, of course, legally verify the time it takes to reach 100 km/h. While we were not able to put the IS300 to the test due to poor road conditions, Lexus states that his machine clocks in at a little more than seven seconds. If the actual performance measures up, the IS300 will be playing in the same league as the BMW 3 Series in this aspect as well.

For its first year on the market, the IS300 was only offered with a semi-automatic, five-speed transmission (E- Matic). A five-speed, manual gearbox is added to the 2002 line-up, and Lexus management anticipates selling 40% of its IS300s with this type of transmission. In the meantime, the IS300 is also available with a five-speed automatic transmission with manual selection (E-shift), which allows you to shift gears manually by pushing buttons mounted on horizontal parts of the steering wheel. This clever system is unlike almost all others of its type, offering an unquestionable efficacy for sport driving. Like all other semi-automatic transmissions, however, it grows tiresome to operate , we wound up leaving the controls in D. Its power is supplied by a rear-wheel-drive system and standard 16-inch all-season tires. A higher-performance tire (the 215/45R17) is available as an option, for optimal contact with the road and reduced chance of skidding. In fact, all models come equipped with antiskid technology that can be turned off with a dashboard control.
To really stretch the legs of the IS300, nothing less than a road as twisted as a slalom ski track will do. As in the BMW, the weight of the chassis is almost perfectly distributed between the front and back ends, which grants this sport sedan an acrobatic agility and an almost inordinate amount of driving pleasure.

Behind the wheel of the IS300, clad with 17-inch tires, you feel in perfect control. The steering is of a firm, rigorous precision and the remarkable suspension keeps both roll and pitch in perfect check. Together, these superior features allow you to control the IS300 to the nearest millimetre. There ’ s only one problem. When really put to the test, the rear suspension can lock up, causing a sudden, powerful jolt. What ’ s more, when fitted with 17- inch tires, the IS300 did not adequately block out the decibels nor the irregularities in the road surface. Therefore, the 16-inch tires are clearly the most dependable, comfortable and economical choice.

Assisted by two pairs of front-ventilated discs and an antilock system, the brakes are the very model of balance and endurance , definitely one of this vehicle ’ s strong points. While the IS300 does not inspire quite the same feeling of robust refinement that strikes everyone who slips behind the wheel of a BMW for the first time, its advantages are undeniable. If you ask me, it poses a serious threat to you know who…

PROS
Sporty handling
Superb braking
Effective, quick transmission

CONS
Disappointing interior
Jolt in suspension
Confined rear seats

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Lexus IS300 3.0L

REVIEWS AND ROAD TESTS

The Wannabe BMW?

The IS300 may have the word New stamped on its forehead, but it has been making tracks on Japanese roadways for several years, where it ’ s known as the Altezza.It ’ s quite a restrained design (as well as an aerodynamic one, with a coefficient of drag of just 0,29). In fact, perhaps the only way to turn heads with the IS300 is to slather its exterior with Lexus ’ Super Yellow paint. Still, its apparent lack of originality is no cause for lament (we ’ ve seen worse from Japanese stylists), as it ensures that passing design fads will have little impact on its appeal.

The exterior may be as sober as a judge, but the party begins as soon you see the interior. Picture a sparkling chrome gear shift handle, a la Ferrari, coupled with crinkled, horribly ugly plastic upholstery that mimics the padded leather of old-fashioned sports cars. The instrument panel is also something to behold. A passionate clock-maker, the designer created an set of original chronographs that recall his favourite timepieces. Inside the immense speedometer are affixed three gauges (measuring temperature, battery and fuel consumption), and on either side are found the tachometer and fuel gauge. To further add to the ambience, the drilled aluminium pedals are covered with rubber pads for reliable grip, even with wet soles.

Settling deeply into a seat that feels as if it ’ s moulded to your body, you ’ re at an optimal visual and physical distance from the commands and feel ready to hit the road if you cannot find a comfortable seating position, you ’ re overdue for an appointment with your chiropractor.

This Lexus offers less satisfaction to the rear passengers, however, whose comfort level is merely adequate. The trunk is also somewhat less than spacious, and it ’ s not possible to fold down the rear seat backs to increase trunk space.The IS300 has a six-cylinder, 3,0 litre engine, hmmm, just like the BMW 330, has already acquired a solid reputation under the hood of other Toyota vehicles, such as the Supra and the GS300. In the IS300, the engine delivers 215 horsepower at 5,800 rpm and enjoys a variable electronic distribution that gives it a smooth, responsive ride. While it may be politically incorrect to mention it, one should note that IS300 is reputed to have a maximum speed of 230 km/h. You can, of course, legally verify the time it takes to reach 100 km/h. While we were not able to put the IS300 to the test due to poor road conditions, Lexus states that his machine clocks in at a little more than seven seconds. If the actual performance measures up, the IS300 will be playing in the same league as the BMW 3 Series in this aspect as well.

For its first year on the market, the IS300 was only offered with a semi-automatic, five-speed transmission (E- Matic). A five-speed, manual gearbox is added to the 2002 line-up, and Lexus management anticipates selling 40% of its IS300s with this type of transmission. In the meantime, the IS300 is also available with a five-speed automatic transmission with manual selection (E-shift), which allows you to shift gears manually by pushing buttons mounted on horizontal parts of the steering wheel. This clever system is unlike almost all others of its type, offering an unquestionable efficacy for sport driving. Like all other semi-automatic transmissions, however, it grows tiresome to operate , we wound up leaving the controls in D. Its power is supplied by a rear-wheel-drive system and standard 16-inch all-season tires. A higher-performance tire (the 215/45R17) is available as an option, for optimal contact with the road and reduced chance of skidding. In fact, all models come equipped with antiskid technology that can be turned off with a dashboard control.
To really stretch the legs of the IS300, nothing less than a road as twisted as a slalom ski track will do. As in the BMW, the weight of the chassis is almost perfectly distributed between the front and back ends, which grants this sport sedan an acrobatic agility and an almost inordinate amount of driving pleasure.

Behind the wheel of the IS300, clad with 17-inch tires, you feel in perfect control. The steering is of a firm, rigorous precision and the remarkable suspension keeps both roll and pitch in perfect check. Together, these superior features allow you to control the IS300 to the nearest millimetre. There ’ s only one problem. When really put to the test, the rear suspension can lock up, causing a sudden, powerful jolt. What ’ s more, when fitted with 17- inch tires, the IS300 did not adequately block out the decibels nor the irregularities in the road surface. Therefore, the 16-inch tires are clearly the most dependable, comfortable and economical choice.

Assisted by two pairs of front-ventilated discs and an antilock system, the brakes are the very model of balance and endurance , definitely one of this vehicle ’ s strong points. While the IS300 does not inspire quite the same feeling of robust refinement that strikes everyone who slips behind the wheel of a BMW for the first time, its advantages are undeniable. If you ask me, it poses a serious threat to you know who…

PROS
Sporty handling
Superb braking
Effective, quick transmission

CONS
Disappointing interior
Jolt in suspension
Confined rear seats

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Lexus GS3000 3.0L

REVIEWS AND ROAD TESTS

A bit too flashy?

The GS Series from Lexus may not receive unanimous approval on an esthetic level, but everyone agrees on its handling capabilities, which bring it up to par with the best German creations.The GS’s interior is something to talk and write about. Leather and wood combine to create a warm, comfortable, tasteful and refined ambience. However, the dashboard breaks the spell with a design that looks as if it belongs in a spaceship. The Opti-tron lighting developed by Lexus neutralizes any annoying reflections and makes it easy to read the dials, tucked back in cylinders. Lastly, on the right the oversized console, unable to accommodate the hand brake, is home to controls for the radio, air conditioning and navigation system (available only in the United States).  

The three headrests mounted on the rear bench seat leave no doubt that it is meant for three passengers. The only problem: the third person will have to deal with a fairly uncomfortable multi-function seatback (it hides a large armrest and a pair of cupholders) and a massive bump (remember, the GS is loyal to rear-wheel drive).From the technical standpoint, Lexus has unbolted last year the 4.0- litre V8 from under the GS400′s hood, replacing it with a 4.3- litre, a unit adopted from the LS sedan.

With leading-edge driveability, powerful acceleration and impressive pick-up, the two GS models also demonstrate that Lexus is capable of building something other than boring automobiles. While the GS approaches and in some areas even surpasses the 5-Series, some critics will no doubt point out that its performance levels are artificially achieved. The GS’s excellent road stability is due to its Vehicle Skid Control (VSC) system, similar to the ESP system made available by Mercedes, designed to prevent understeering and oversteering by electronically modulating brakes and by shutting off the fuel supply. The VVT-i (for Variable Valve Timing intelligence) system lets the six- and eight-cylinders in the GS supply 80% of their torque at 1,800 rpm. The engines are coupled with a five-speed automatic transmission and aboard the GS430, speeds can be selected manually using buttons mounted on the horizontal branches of the steering wheel. However, note that unlike almost all other systems of the same type, this system is fun to use and amazingly efficient. Unfortunately, Lexus hasn’t decided to mimic BMW by offering a five- or six-speed transmission, claiming that consumers looking for cars in this particular price range just don’t want that alternative.

 With the GS300 and the GS430, Lexus makes liars out of some observers who predicted that the Japanese automobile industry was incapable of reacting effectively to the strong comeback staged by German builders.

PROS
Sporty handling
Excellent transmission
Impeccable manufacturing quality

CONS
Controversial styling
Minimal trunk volume
Uncomfortable rear seats

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Lexus GS430 4.3L

REVIEWS AND ROAD TESTS

A bit too flashy?

The GS Series from Lexus may not receive unanimous approval on an esthetic level, but everyone agrees on its handling capabilities, which bring it up to par with the best German creations.The GS’s interior is something to talk and write about. Leather and wood combine to create a warm, comfortable, tasteful and refined ambience. However, the dashboard breaks the spell with a design that looks as if it belongs in a spaceship. The Opti-tron lighting developed by Lexus neutralizes any annoying reflections and makes it easy to read the dials, tucked back in cylinders. Lastly, on the right the oversized console, unable to accommodate the hand brake, is home to controls for the radio, air conditioning and navigation system (available only in the United States).  

The three headrests mounted on the rear bench seat leave no doubt that it is meant for three passengers. The only problem: the third person will have to deal with a fairly uncomfortable multi-function seatback (it hides a large armrest and a pair of cupholders) and a massive bump (remember, the GS is loyal to rear-wheel drive).From the technical standpoint, Lexus has unbolted last year the 4.0- litre V8 from under the GS400′s hood, replacing it with a 4.3- litre, a unit adopted from the LS sedan.

With leading-edge driveability, powerful acceleration and impressive pick-up, the two GS models also demonstrate that Lexus is capable of building something other than boring automobiles. While the GS approaches and in some areas even surpasses the 5-Series, some critics will no doubt point out that its performance levels are artificially achieved. The GS’s excellent road stability is due to its Vehicle Skid Control (VSC) system, similar to the ESP system made available by Mercedes, designed to prevent understeering and oversteering by electronically modulating brakes and by shutting off the fuel supply. The VVT-i (for Variable Valve Timing intelligence) system lets the six- and eight-cylinders in the GS supply 80% of their torque at 1,800 rpm. The engines are coupled with a five-speed automatic transmission and aboard the GS430, speeds can be selected manually using buttons mounted on the horizontal branches of the steering wheel. However, note that unlike almost all other systems of the same type, this system is fun to use and amazingly efficient. Unfortunately, Lexus hasn’t decided to mimic BMW by offering a five- or six-speed transmission, claiming that consumers looking for cars in this particular price range just don’t want that alternative.

 With the GS300 and the GS430, Lexus makes liars out of some observers who predicted that the Japanese automobile industry was incapable of reacting effectively to the strong comeback staged by German builders.

PROS
Sporty handling
Excellent transmission
Impeccable manufacturing quality

CONS
Controversial styling
Minimal trunk volume
Uncomfortable rear seats

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Lexus ES3000 3.0L

REVIEWS AND ROAD TESTS

The tradition remains

This Toyota’s road test can be applied to its mechanical twin, the Lexus ES300.

The faster the rise, the more brutal the descent. But don ’ t worry: every step has been taken and every angle has been covered for the fifth generation Camry to walk in the successful footsteps of its predecessors. Though new, this Camry gives a strange dйjа vu feeling: it shows how much the designers were afraid to take a distance from the previous model. First, style. Yes, the Camry looks young and fresh with its more expressive opticals and its finer, leaner bumper-to-bumper lines. Will this be enough to bring down the average buyer ’ s age from 53 to 49 as desired by Toyota ’ s management?

Although its looks may not be striking, it reveals very efficient aerodynamically, with a 0.28 drag factor, in a segment where competitors average 0.32 Why is this so important? To improve fuel efficiency, of course, but also to reduce wind turbulences that increase the decibel level inside the cabin. But aerodynamics comes at a price: exterior mirrors are especially small.

The classic, anonymous body of the Camry now hides a new platform, according to F. David Stone, Director, Public Relations at Toyota Canada. The previous model, introduced in 1997, used sensibly the same platform as the original 1989 Camry. This new platform is designed to be more rigid, sturdier, wider and longer (wheel span has been increased by 50 mm). This new frame is equipped with a somewhat classic 4-wheel McPherson suspension, recalibrated by engineers.

Before starting our tour, one word on the line ’ s names. The Camry come sin three trims: LE, XLE and SE. The latter, the sporty member of the Camry family, comes with a V6 only. Other deliveries offer a choice of engine. The good news are that the Camry is cheaper than last year (the basic model, that is) and that there are not that many options in Toyota ’ s catalogue. The more affordable model, the LE, is undoubtedly the winner, with lots of extra equipment such as air, cruise control, and heating rear view mirrors, among others. Options include ABS ($715), CD changer ($678), block heater ($117 or $119 depending on the engine), and a luggage net ($71) for the trunk. The Camry ’ s doors open on a carefully finished and roomy interior.

The back seat deserves the look. The back seat has been brought up by a few millimetres (remember, the Camry is higher than before), which, with the longer wheel span, provides for increased legroom. Forget the previous lacklustre design: the Camry ’ s rear seats can now compete with the best in their class. The front buckets are comfortable and only their weak support can be criticized.

To deflect sunrays and make reading more comfortable, a tiny visor caps the comprehensive instrument panel. On the right side, on top of the central console, a new on-board computer indicates fuel consumption, time and temperature (only on the XLE). In the middle section of the console, on all trims, you ’ ll find a radio with CD player (the changer is in the trunk) and lower, the air conditioner controls. At the bottom, there are cup holders and storage bins. Engine-wise, there is new and not so new under the Camry ’ s hood. The 2.2-litre 4-cylinder engine is replaced by a 147 hp 2.4-litre (an increase of 21 hp over last year). More efficient and flexible, this 4-cylinder engine is also some 30 kg lighter and comes with a flawless 5-speed manual that will delight many drivers. The availability of the 4-cylinder- manual transmission combo has apparently been an issue in the past. For an extra $1,045, you could get yourself a 4-speed automatic transmission, just as efficient as the manual gearbox. And if you need extra flexibility and power, try the good old 3.0 litre V6, with new injection and intake systems. This reliable power plant will reduce your acceleration times and spice up your pick-ups, but it will also use more fuel (premium, if you don ’ t mind) while adding some 100 kg on the front end of the Camry. I will tell you more on this later. Besides zestier performance, V6 Camry all feature four-wheel disk brakes with ABS, optional on 4-cylinder models. The more luxurious deliveries (SE and XLE) also feature an additional driving aid: Vehicle Stability Control (a.k.a. VSC) that helps keep the vehicle ’ s path straight.

Once boring and dull, driving a Camry can now stimulate a few nerve connections. Its peppier 4-cylinder engine will be enough for most drivers. Quite performing and flexible, this 2.4-litre is not as potent as the Altima ’ s (Nissan), but reveals definitely quieter than the Accord ’ s (Honda) engine.

Once my favourite, the V6 does not seem so necessary any more. The four-cylinder engine is never as dull as its predecessor and the Altima ’ s 240 hp V6 simply eclipse its performance. Besides pure performance (the V6 remains more powerful and responsive than the 4-cylinder), the main difference is in road handling. The V6 LE XLE and SE Camry ’ s come with 16-inch tires (four-cylinders are equipped with slippery 15-inch) for increased accuracy and comfort. In the SE, the difference is even more noticeable (probably because of the stiffer suspension. A 4-cylinder SE is offered in the U.S., but not here, unfortunately. Nonetheless, the Camry is not the most exciting sedan in terms of driving pleasure. It beats the Malibu (Chevrolet) or the Magentis (Kia), but it is no match for the Passat (Volkswagen) or the Altima (Nissan). So you ’ re not likely to spend more time than necessary driving your Camry. The model ’ s unique flaw consists in the LE ’ s braking, instable and frightening without ABS. One piece of advice: make sure you get ABS. Even though the critics may have wished for more glitter, this new Camry can still be many driver ’ s gold with its proven blend of reliability, quality and durability, that its devoted fans demand.

PROS
Quality/rice ratio
Assembly and finish quality
More comfortable and accessible rear seats

CONS
V6 needs to evolve
Manual transmission unsuited to the
V6 Slippery tires
CRASH TEST (five stars indicate the best protection)
Driver: * * * *
Passenger: * * * * *

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