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2013 Lexus GS350 F-Sport

Vehicle: 2013 Lexus GS350 F-Sport
Price as tested: CDN$58950

Performance: Previous GS were underwhelmers of the underwhelmers. Lexus has promised the 4th generation GS will be a contender against its formiddable competitions. Has the new GS350 really able to fulfilled the expectations?

Carryover from 3rd generation GS, its the same 3.5 liter DOHC 32-valve V6. However, the V8 GS460 will not make it with this generation. Instead, Lexus would use their proud Hybrid Synergy Drive mated with V6 as GS450h as flagship model.

What this 3.5 liter V6 delivers to the party is Lexus-esque refinement and smoothness. When you drive a Lexus, you expect sublime ride quality with church-like quietness. This engine has delivers aplentry despite of its 6-speed maumatic. With 306hp and 277 lb/ft of torque, however, it provides tons of refined yet elegant performance one expects from a luxury car wearing the “L” badge. Drop the anchor, the GS takes off like a scooping cat with its light throttle. With advanced technologies like direct fuel injection, variable valve timing on both intake and exhaust side; GS350 feels as eagerly to rev at the lower end of the spectum right through the rev range. What makes me somewhat disappointing is Lexus’s choice on transmission. While the rest of the class has soldiered with either 7 or 8-speed manumatic, they still give GS350 a 6-speed variant. Credit must give where credit is due. The unit is smooth enough to well worthy of the Lexus nameplate. However, when the rest of the industry has started to talk about a 10-speed automatic, having a 6-speed in a premium luxury sedan doesn’t seem to make it. What Lexus engineers have done is to give this 6-speed a low enough 1st gear ratio for peppy acceleration, while having 5th and 6th to suit its comfortable cruising characteristics. A 7 or 8 speed would let the gear ratios determined its sweetspots more effectively, which means it would use its rpm more efficiently. That would make for a more responsive yet more economical powertrain especially consider GS350 is weighting in at 3795lb. Another logic defy with GS’s gearbox is the same problem as the rest of the Toyota manumatic. On whenever speed you are driving, regardless of 120 km/h or 60 km/h. Every time you pull it into manumatic mode, it automatically becomes 4th gear. Given its maumatic variety, it should let driver to have complete control of the gearbox. Those who have came out of such an execution should get fired immediately. Its neither providing any driver involvement or getting the best fuel economy.

Handling: What the GS350 F-Sport brings to the party include a stiff and solid chassis foundation, an adjustable damper which effectively change its driving characteristics; as well as superb near perfect rear-wheel-drive weight distribution. Previous GS was pretty drab to drive, that has pretty much explained its dismal sales volume. The new GS’s driving experience has taken a huge turn for the better. The adjustable dampers, which have a set on both “Normal”, “Sport” and “Sport Plus”. This system’s concept works similar to Audi Drive Select or Porsche’s PASM. With “Normal” mode, GS just cruising in as comfortably as any Lexus does. Soft, silky smooth and relatively refined to the ride quality. Isn’t this a Lexus hallmark to begin with? :D Turn the knob into “Sport”, it really have changed GS’s character into a real sports sedan without having to lost any of Lexus’s classical ride quality. The most extreme is “Sport Plus”, which set everything into sportiest atmosphere, right from suspension damping into steering ratio. However, we found this to be stiffest and not suitable for GS’s personality. I would leave it on “Sport” as it best combines sharp handling, sublime ride quality with a suspension that is both supple and cushioning passengers for the ride. With all modes, however, GS350′s electro-servotronic steering produces delightfully good feel and feedback, with responsiveness and path-tracking abilities never heard of in previous GS. That makes GS a downright fun sports sedan to play with in the first place. The body motions are well-controlled thanks to the superbly damped sports suspension on our F-Sport tester, along with the rear wheels able to turn 2 degrees with the adjusted of the electric steering, while its ESC acts as a guardian angel whenever driver rears its ugly head is an added bonus. If you would like to have more all-wheel security with the new GS, there is always a GS350 AWD available.

It used to be GS lacks handling polish, dynamically speaking, when compared to its rivals. The new GS is able to run rings around class-leading Audi A6 while leaving BMW 5-Series and Mercedes E-Class trailing behind.

Brakes: With large 4-wheel discs and standard ABS, GS stops as well as it drives. The stopping distance is short, while pedal always feels solid and well-modulated. Even after a couple of harsh stops, it remains fade-free. Add to the fact that ABS doesn’t step in unnecessarily round out the whole dynamic equation.

Interior: The ergonomics and use of quality materials in the new GS are spot-on. Unlike some of its rivals, the multimedia is controlled by a knob with a set of buttons for the ease of choosing the menu on the 12.3 inch screen in the center console. By using the step-like execution, it makes the mouse an initutitve yet user-friendly way of multimedia instead of other’s annoying system. Unlike the previous GS, which some controls have to hidden by the tiny storage beside the door panel. There are even redundant controls on the multi-function steering wheel. Everything else is logically located and easy to use. You can control the climate by using buttons on the center console or using the mouse. Either way, its a piece-of-cake yet pretty much true to Japanese’s user-friendly tradition of electronics. The muti-adjustable leather seats are both comfortable and well-made, driving position is easy to find with nice instrumentation cluster to wrap up the front cockpit.

Previous GS was anything to write home about at the back. The new one finally have head and legroom for passengers despite center tunnel intrusions.

I like the fact that its trunk is nicely padded with minimal side instrusions and low liftover but, unfortunately, come with instrusive hinges. Another dislike is its lack of a proper fold-down rear seats.

Conclusion: “3 strikes and you are out” almost faced by GS when Toyota CEO wanted to scrap the entire model. He decided to give GS a new lease of life with the latest redesign. This redesign has transformed GS from a mickey mouse into caterpillar. While the use of 6-speed manumatic and new design language are certainly debateable, the rest of the package is not. The interior is the textbook example of simplicity, while its handling rates as one of the best, in terms of sportiness. It has shown the new direction for Lexus………hopefully…!!

Competitions:
Audi A6 3.0T
BMW 535i
Mercedes E350
Infiniti M37
Hyundai Genesis V8

OVERALL VERDICT FOR 2013 Lexus GS350 F-Sport
=====================================
Performance: 4/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 5/5
Fit-and-finish/build quality: 5/5
Cargo/accessibility/layout: 2/5
Value-for-money: 4/5

Overall rating: 4.5/5

2012 Lexus IS F

Vehicle: 2012 Lexus IS F with Series 2 Pkg
Price as tested: CDN$72650

Performance: We weren’t exactly got taken away by the original IS F. Lexus has promised a revised version has addressed many of its shortcomings. Is it finally able to run with the contenders? We will have the answer at the end of this test drive.

As usual, IS F is motivated by a Yamaha-tuned 5.0 liter DOHC 32-valve V8 with 461hp and 371 lb/ft of torque. The major beauty of this powertrain is where its at the middle and upper ranges, while the bottom end remains lacking despite of 371 lb/ft of torque going through the rear wheels. IS F won’t exactly come alive above 4500rpm when mesh with its light throttle. When it has reached its sweetspot, this V8 keeps going like an Energizer bunny with fully charged batteries. Its actually a peppy sports sedan given its 3781 lb of hefty curb weight around its wrist. What I am really loved about this powertrain is the engine note. The engine bulge on top of the hood, with the modified engine note and exhaust are what driven to one of the sweetest engine note in the business. On top of that, IS F has a world-class 8-speed dual clutch gearbox. As with Lexus standard, it has to be smooth and refined when its up and downshifting. As well as providing proper gear ratios to sweeten the powerband. The paddle shifters are simply a delight, as its able to override at any given gears while providing one of the most crisp shifting points anywhere in business.

Handling: The single biggest letdown to original IS F has to be its poor ride quality. While the recalibrated suspension and spring rates have improved things greatly, its still haven’t reached the desired handling and ride compromise. The ride remains harsh and choppy, on even a slight washboard pavements. But has improved over expansion joints and railroad tracks. It certainly won’t eat your heart out as the original car. But its far from where the class standard is going.

Dynamically speaking, IS F is currently the best sporty driving Lexus right after the “money no object” LF-A supercar. The steering provides sharp and crisp feedback. Despite of what Lexus claims enthuisasts are able to turn off all the electronic nannies, we are still able to find that *important* switch anywhere in the car. However, the instrusion is far less while giving driver more control over the computers. Body motions are well-controlled while terminal understeer occurs before encountering oversteer, before all those electronic nannies step in to save your ass.

Brakes: With 4-wheel discs and standard ABS, IS F has a nice enough pedal feel when the going gets rough. That means brake modulation and feedback are up to standard, while ABS acts upon at the right time.

Interior: The flat-bottom steering and sports seats really given away the performance creditals of the IS F. The rest of the interior is typical IS fanfare. That means nice use of plastic and leather materials, if aged design. Clean instrumentation gauges and initutive auto climate control wrap up the front.

At the back, its as cramped as business as anything has dubbed the Lexus IS designations. Legroom is comical, headroom is tight and trunk is small as usual.

Conclusion: Despite of all those improvements, IS F remains an underdog in this competitive sports sedan segment. That’s primarily because its still haven’t reached the desired expectations, set up high by the class leaders. Combined with newer rivals and traished reputation of Lexus nameplate….you pretty much get the picture.

Competitions:
Audi S4
BMW 335i
Mercedes C350 4-Matic
Cadillac CTS

OVERALL VERDICT FOR 2012 Lexus IS F
=====================================
Performance: 4.5/5
Handling and ride/fun-to-drive: 4/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 2/5
Value-for-money: 2/5

Overall rating: 3.5/5

Long-term test drive: 2012 Lexus CT200h

Vehicle: 2012 Lexus CT200h F-Sport
Price as tested: CDN$36310
Total mileage of the entire test: 600km
Fuel economy: 7.5 liters per 100km (70% city/30% urban cycle)

Lexus has made a huge fuss about introducing the world’s first hybrid Sportback. Our first impression wasn’t exactly favourable when we drove it last year. As it doesn’t provide a decent blend of ride, handling, performance and economy in a classy package. Yes, we liked CT’s clean and uncluttered styling, which is something of a rarity in Lexus today. The optional F-Sport does add a bit of spice to the mix.

What is still made us disappointing about the driving experience, is Lexus uses a sluggish 1.8 liter engine mated with Lexus Hybrid Synergy Drive using Lithium-Ion batteries. The result is 134 hp but doesn’t feel anything close to it. Another disappointment is it never able to get the posted fuel economy. We aren’t even damn anywhere close to its factory suggested economy, let alone beating it, on our days of driving.

Another problem with CT is F-Sport’s optional 19″ wheels, which makes the ride quality very harsh without giving much back when it comes to handling. The “Sport” button supposedly to adjust the damper but just make CT rides even harsher. This F-Sport doesn’t worth the extra dough as it makes CT rides like on wooden tires. With steering doesn’t give back much feedback. The entire dynamic equation is a huge letdown.

We like CT’s initutive interface, which is typical of Lexus interior. However, the backseat feels cramped for a hatchback. Luggage space is acceptable if not outstanding.

If you are looking for a more stylish Prius with the cachet of “Lexus” badge, perhaps CT200h is the right car for you. Otherwise, we would recommend diesel offerings from CT’s main rivals.

Likes:
Styling
User-friendly interior
Low trunk liftover

Dislikes:
Sluggish engine
Poor fuel economy
Awful ride quality
Unremarkable handling

Competitions:
Audi A3 TDI
Mercedes B200
VW Golf TDI

Follow-up test: 2011 Lexus IS250C

Vehicle: 2011 Lexus IS250C Automatic with Navigation Pkg
Price as tested: CDN$54500

After the failed attempt to challenge the likes of Mercedes and Jaguar convertibles with the SC430, Lexus launched a more affordable entrant into the retractable hardtop convertible with the IS last year. In just 2 short years, Lexus relaunched a facelifted version of the ISC (along with IS sedans).

With nearly 4000 lbs, IS250C is basically a dog even with 204 horses on tap. 185 lb/ft of torque has moved the ISC off-the-line leisuely. When we first drove the IS350C last year, we were underwhelming with its performance even if it has 300 ponies. The 6-speed manumatic gearbox delivered Lexus-like silky smoothness with paddle shifters, which is a godsent given IS250C’s adequate delivery of smooth engine power.

Dynamically speaking, IS250C continues to be underwhelming. No matter its rear-wheel-drive configuration and nearly 50/50 perfect weight distribution. The driving experience is sterile and detached. The biggest forte is the sublime ride quality which ride every inch a Lexus. Its an area where the flopped SC430 failed to achieve with its thick side wall tires. The steering always feels numb and vague. There are plenty of body rolls when pushed. If you are looking for a fun convertible to enjoy the black top twisties, there are much better alternatives out there.

In terms of standard features, IS250C have got what one expects from a Lexus. There are nice use of plastic and wood trim pieces on the dashboard. The leather seats are soft and supple. However, ISC continues to tight and confined theme of its sedan silibing both front and back.

The ISC is perfect for those who are looking for a comfortable blvd cruiser, with plenty of standard features and the all-weather rectractable hardtop. But it lacks the most important ingredient which made driving a convertible so much fun on a hot sunny day. That’s the capability of putting driver at a smiling face when pushed it into the limit. While I am always recommend buying a convertible with most usable power due to their cruising ability. Unfortunately, IS250C fails to achieve the harmony of having fun with right amount of power. On the other end of the scale, Infiniti has achieved that balance with G37 (with both putting premium on comical luggage space).

Likes:
Sublime ride comfort
Silky smooth powertrain
Interior feature content

Dislikes:
Merely adequate power
Detached driving experience
Comical luggage space

Competitions:
Audi A5
BMW 328i
Mercedes E350
Infiniti G37

Short test: 2011 Lexus LS460 Sport

Vehicle: 2011 LS460 with Technology Pkg and Sport Pkg
Price as tested: CDN$94750

So does the optional sports package worth the extra 11 grand? While the Lexus LS has always been famous for its magic carpet ride quality, the optional sports suspension only provides slightly better handling and driver feedback. It makes the LS460 slightly sportier, however, for the sake of a harsher ride quality that isn’t exactly LS-ish. The sports seats are more supportive than standard seats. But for LS’s target audience, they would rather have the wider seats which are more relaxing. The paddle shifters are as redundant, as their target audience would prefer to put it in “D” and have a relax drive home or to the golf course.

The 4.6 liter DOHC V8 continues to be the marvelous wonder, when it comes to quietness and smoothness. Lexus has always been the benchmark when it comes to engineered the world’s quietest car, LS is the prime example. You won’t hear its engine running at idle. As for its 380hp and 367 lb/ft of torque, it just moves the LS460 with authority with that exceptional 8-speed automatic gearbox.

The interior, once again, is what one expects from a flagship Lexus. That means tailored use of top-notch plastic and leather materials in the cabin. Everything else is placed logically. All the controls are initutive and user-friendly. That’s except for the whole interior design, as its exterior design, is completely lack of anything called character. The LS has done what its owner has asked to do without feeling disappointed. However, it won’t make you getting excited.

Even with the optional sports package, it won’t transform the LS460 from a true luxury sedan into a sports sedan. Its more of a sports package by name but not by nature.

Likes:
A V8 engine that continues to set the world standard, in terms of quietness and refinement
Top notch interior materials
Initutive interior controls
Japanese reliability and dependability

Dislikes:
Sports suspension has sacificed LS’s trademark magic carpet ride quality
Sports suspension doesn’t gain enough, dynamically
Sports package consists of features that are useful but won’t allow to choose individually
Combined all the above, sports package doesn’t worth the extra dough

Competitons:
Audi A8
BMW 7-Series
Mercedes S-Class
Hyundai Equus

2011 Lexus CT200h

Vehicle: 2011 Lexus CT200h with Technology Pkg
Price as tested: CDN$39350

Performance: So what is Lexus’s definition of a premium hatchback? Lexus seems to think CT is what the future holds for a luxurious hatchback. Have they achieved of what they have claimed? We will find out after this test drive.

The CT begins with the same powerplant as its HS hybrid. That means its the 1.8 liter DOHC 16-valve 4-cylinder with VVT-i mated with Lexus’s Hybrid Synergy Drive. It all makes 134hp, when combining 80hp of electric drive and 98 real horses. On top of that, it has 153 lb/ft of torque which make for a surprising amount of peppy driving experience whenever driver has an urge to push it through the paces. Its generally up to Lexus’s standards on providing a sincere and serena driving experience through additional sound insulation. The amount of power, especially given its 3130 lb, of curb weight, is generally up to the task for the most parts. Unfortunately, CT’s CVT has given out plenty of noises whenever driver pushed it hard. From a standstill up to 100 km/h, any driver has to listen to such a noisy racket whenever its time to drop the anchor. Add to the fact there are plenty of wind and road noises, it just makes the matters worse.

Handling: On top of the rigid and solid chassis, which is completely free of rattles and cracks. It gives CT a solid foundation for its suspension to base its hats on. Despite of the fact that CT has a “sport” mode which should change its driving characteristics significantly whenever the button is pressed. It doesn’t change the driving characteristics as what we have expected. It remains a rather uninspiring luxurious hatchback which provide neither sharp handling nor exceptional ride comfort. The “sport” mode’s ride comfort isn’t exactly anything to write home about, so does its handing capabilities. While “normal” mode just feels terribly softly sprung. It just doesn’t excite anyone as it should given Lexus’s claim as a sporty hatchback nor sublime enough to consider as a “real” Lexus. Its far from being a hot hatch, even it can be remotely called a warm hatch. Neither can be said about being a true luxury car. To choose between the two modes on regular cruising. Pretty much better to leave it on “normal” mode for more comfortable highway cruising abilities. On “normal” mode, its softly sprung as what a Lexus supposedly to be, for that most part. The electric power steering doesn’t sharp up on higher speed as what a sports car does. Both the on and off-center feedback are numb, while its generally as darty as one from Lexus. There are plenty of understeer and body rolls are pronounced. CT’s dynamic stability control tends to intervene quick abruptly. Pity.

Brakes: With 4-wheel discs and standard ABS, CT’s pedal feel remains rather spongy. As CT has the same regenerative braking system as most hybrid does, it also has hybrid’s rather numb and spongy pedal feedback. One really has to push the brake pedal into the floor before it feels any sense of stopping power. The only saving grace is the ABS doesn’t step in unnecessarily.

Interior: Despite of the fold-down rear seats, CT’s luggage area is pretty cramped. Add insult to the injury is the battery pack below the floor really have hurt the space which it desperately needed. That’s even if the side intrusions have been kept to a minimal and liftover is decently low.

The same goes for the backseat, which remains cramped for two persons and basically can forget about sitting three comfortably.

In the front, CT has all the feature amenities one expects from Lexus. That means a great set of instrumentation gauges. Superb auto climate control and navigation system. The coolest feature is the instrumentation gauges change between “sport” and “normal” mode. Former with tachometer while latter with hybrid gauges. In terms of materials, its generally up to the standard with enough soft-touch plastic on the dashboard. That’s despite we still able to find some nasty plastic in minor areas.

Conclusion: The CT is sluggish, noisy, doesn’t handle particularly well with a rather cramped interior. The only thing that’s worth of mentioning is the initutiveness of its Lexus-like interior. Along with the HS, CT has made Lexus a double failure in a roll. What a shame.

OVERALL VERDICT FOR 2011 Lexus CT200h
=====================================
Performance: 2/5
Handling and ride/fun-to-drive: 2/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 2/5
Value-for-money: 2/5

Overall rating: 2.5/5

Follow-up test: 2010 Lexus HS250h

Vehicle: 2010 Lexus HS250h with Ultra Premium Pkg
Price as tested: CDN$48750

Sometimes you really can’t polish a turd no matter which badge you put on the front. That’s exactly the story when Lexus tried to market their HS250h. It all begins with a decent enough European Avensis chassis, then give it an econobox styling (it looks like a Corolla from all angles), a rather cramped and plasticky interior. To add insult to the injury, it have basically the same powertrain as a Camry hybrid.

So what if you can get the same 187hp 2.4 liter 4-cylinder engine mated with Atkinson cycle electric motors, with a more spacious interior and equal amount of luxurious features. In terms of looks, Camry looks more upscale than a Corolla. Camry is more upmarket than Corolla. Camry isn’t exactly handle like a Porsche but HS250h’s dynamic doesn’t have anything to write home neither. No one wants to buy a 40 grand Lexus that looks like a freaking Corolla. Only thing missing is the more prestigous Lexus emblem on the front.

The HS250h is all about compromise. Compromise when it comes to styling, quality to value. If you really want a luxury badge that provides great fuel economy, go with A3 TDI. If you are going to buy a hybrid for the sake of buying a hybrid as a status symbol, there is a Prius sold in a Toyota showroom near you.

Likes:
Proven Hybrid Synergy Drive from Toyota
Seamless operation in the hybrid system

Dislikes:
Poor value quotient
Interior space and quality
Cramped trunk
Why not buy a Camry hybrid instead?

2010 Lexus HS250h

Vehicle: 2010 Lexus HS250h Premium with Premium Sport Pkg
Price as tested: CDN$41400

Performance: Although HS’s designation suggest HS has 2.5 liters of performance prowess. Its based on Toyota’s well-proven 2.4 liter DOHC 16-valve 4-cylinder with Atkinson Cycle batteries. What makes the use of Atkison Cycle so appealing to carmakers especially Toyota and Ford is their efficiency on providing good fuel economy and generous torque. We have experienced the desired result with the impressive Fusion hybrid. Regarding the HS, combining the Atkinson Cycle with that 2.4 liter engine produce a healthy 187hp and 138 lb/ft of torque. Thanks to the Atkinson Cycle battery pack, its maximum torque arrives at 4 grand with is quite potent given HS is weighting in at 4686 lb. It is able to move HS more than adequately if not outstandingly off-the-line. The transition between battery and gasoline is surprisingly seamless thanks to Toyota’s experience on engineering hybrid powertrain for years. On the mid-range, Toyota’s variable valve timing or VVT-i is able to produce decent performance when the urge of power is needed. As with most hybrids, HS is powered by a CVT. This CVT matched hybrid’s powertrain. What makes CVT so appealing in the hybrid world is its gearless seamless feel and feedback combined with hybrid’s quiet ride, that makes them such a perfect companion. Unfortunately, the availability of “EV” mode has handicapped HS’s ability to use full electric on anything above 20 mph due to its engineering capability. Given hybrid is most economical when running fully on electric before gasoline motor steps into the equation, Toyota should engineered the “EV” mode to reach a minimum of 50-70 mph. That’s when we called it an achievement. Until then, HS is still unable to generate the sort of fuel economy that is anywhere close to Toyota’s claimed figure. While Toyota claims HS is able to do a combined city and highway fuel economy of 5.7 liters per 100km, we are only able to get 7.3 liters per 100km. That is 16% apart from the manufacturer’s claim. As we have said before, only Honda Insight and Ford Fusion are able to get close or even beaten manufacturer’s claim fuel economy figures through our testing. Given Toyota’s engineering prowess in their Hybrid Synergy Drive technology, we expect a lot more from their fuel economy. Both Prius, RX450h, GS450h, LS600hL and to their latest HS250h are getting no where close. What a pity! :(

Handling: Given the fact that HS is based on Europe’s mid-size Avensis chassis, it doesn’t come as a surprise its a very good fundamental for an entry-level Lexus hybrid. The chassis is solid, rigid and completely free of any cracks and rattles. But if you are looking for a sports sedan hidden behind HS’s controversial styling, you are looking at the wrong column. Despite our HS tester is equipped with optional sports package, which consist of sports suspension and quicker steering ratio. The HS is from from being sporting, let alone sporty. While the steering provides decent response, both the turn-in and center feel are numb. The feel and feeback from the steering ranging from vague to dead. Press the HS hard through corners, there are plenty of body rolls. The Vehicle Stability Control is an instrusive type, which is a godsent given how soft HS’s suspension is. Even though the platform is solid-as-a-rock, Toyota’s detached chassis feel remains intact. What the HS really shines is its silky smooth ride quality. Its not only absorbs all the bumps and roughness of what we defined poorly paved Canadian roads. It even eats up those patholes as comfortably as another hybrid that costs twice as much, which is the Mercedes S400.

Brakes: With 4-wheel discs and standard ABS, HS’s regeneative braking doesn’t have other hybrid’s rather numb to the pedal feedback. The brake pedal actually have some lives to it when press hard into the metal for a couple of hard stops. ABS doesn’t step in unnecessarily is an added bonus.

Interior: What makes HS such a huge compromise, in terms of interior packaging, begins with the trunk space. Its not only it doesn’t have proper fold-down rear seats, unlike its less expensive Prius silibing. The trunk opening is narrow, liftover is too high and cut-off is just plain embarrassing. While one can store 2 golf bags with the luggage for weekend getaway. It takes lots of dignity to get those out from the trunk, without hitting your head. Another area where Toyota cut corners is the use of the unpadded instrusive trunk hinges, which would crash into anything you put inside the trunk while cutting cargo space. Given HS’s price tag starts north of 39 grand, I expect better attention-to-details in the luggage area. If Mercedes and Audi are able to afford extra paddings on their trunk hinges, I don’t see why Lexus is unable to do it with the HS.

Slip behind the wheel of the HS, you find an initutive mouse to let driver to control everything else from auto climate control to navigation system. Unlike the dreadful BMW i-Drive, Lexus’s Remote Touch Controller is both initutive and user-friendly.

However, there are some plastic materials that don’t live up to Lexus’s reputation of producing some of the nicest interiors in the business. While those cheesy plastic can find home safely in a Corolla and Camry, it just looks out of place in a car wearing a “L” emblem. When it comes to material quality, I found the ES250 from 2 decades ago more appealing.

Just like the trunk space, HS’s rear seats feel cramped or adequate depending on your height. The sloppy C-pillars don’t help the headroom neither.

Conclusion: Lexus’s marketing slogan for new HS is “All New, All Hybrid and All Lexus”. While I can certainly understand the “all new” part. It am not quite sure about “all hybrid” as its compromise between performance and fuel economy can’t live up to Toyota’s reputation on Hybrid Synergy Drive technology. The poor packaging of interior and cargo space with cheesy interior materials definitely not live up to “all Lexus” part neither. Perhaps Lexus should change their slogan to “All New. All debateable styling. All Compromises” is more suitable to HS’s overall lurkwarm execution.

OVERALL VERDICT FOR 2010 Lexus HS250h
=====================================
Performance: 3/5
Handling and ride/fun-to-drive: 2/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 3/5
Cargo/accessibility/layout: 2/5
Value-for-money: 2/5

Overall rating: 2.5/5

Follow-up test: 2010 Lexus RX450h

Vehicle: 2010 Lexus RX450h with Ultra Premium Package
Price as tested: CDN$71400

The RX450h runs on the same 3.5 liter DOHC V6 engine as its lesser RX350 silibing. However, its the Atkinson-cycle electric power that is the highlight of this hybrid. What this Atkinson-cycle engine has 3 high-torque electric motor and 1 small battery to generate power. It delivers a silky smooth transition between electric and gasoline. When the batteries and gasoline mated together, this powersource has 295 horsepower at driver’s disposal. Unfortunately, it doesn’t deliver the fuel economy as we expected. We only manage to got 11 liters per 100km as an average, which is far from what Lexus have us to believe. The CVT with sequential shift works decently with the hybrid drivetrain, which is a godsent. Unlike some of its rivals, this CVT doesn’t generate annoying noise during acceleration. That’s really live up to Lexus’s quiet reputation.

The rest of the car is typical Lexus RX. The interior is nicely finished with leather seats and wood trim. We still found the gearlever an eyesore which placed on top of the dashboard. With our tester’s Ultra Premium Package, it got an amazingly sound Mark Levinson stereo.

Handling wise, it feels fairly confidence inspiring given RX’s usual softness. There remain plenty of body rolls and understeer is pronounced, despite of the instrusive dynamic stability control. Steering feels soft and numb, fortunately, its rather responsive during turn-in. Its regenerative braking doesn’t have the grabby feel once associates with hybrid. It got sure-footness feedback. The pedal actually have some lives in it.

Consider RX450h’s price is almost 10 grand more than the equivalent-equipped RX350. One has to wonder whether it really worths the premium given the fuel economy goes.

Likes:
Seamless transition between electric and gasoline motors
Amazing ride quality
Quiet and smooth

Dislikes:
Disapppointing fuel economy
Price/value
Won’t generate any driving excitement, as its RX silibing does

2010 Lexus RX350

Vehicle: 2010 Lexus RX350 with Sport Pkg
Price as tested: CDN$56900

Performance: Until the arrival of the RX450h, Lexus’s tried-and-true 3.5 liter V6 remains RX’s major powerplant. This 3.5 liter already proved to be one of the finest V6 in the the world. With Lexus’s variable valve timing + intelligence, DOHC and 4-valve-per-cylinder; which we already have been in the past. This proven engine has 275 horses and 257 lb/ft of torque to move Lexus’s 5650 lb of leather-lined luxury. Despite of its hefty weight, 257hp has moved this Lexus with authority. Not to mention 257 lb/ft of torque is aplentry to move RX off-the-line without hestiation. Like the rest of the industry, or unlike its lesser Highlander silibings, RX has received a proper 6-speed manumatic gearbox. What an extra gear really makes a whole world of different when it comes to highway cruising, which is what RX does best. An extra top gear would help engineers to space out both 3rd, 4th and 5th for both good mid-range and top-end acceleration. Best of all, its 1st gear is low enough to move RX off with ease. The gearbox is as smooth as the engine itself, without all the harshness when we drove the outgoing RX350 and ES350 when they first launched a couple of years ago.

Handling: As usual, RX shares platform and underpinnings with its ES silibings. Both of these cars have been engineered for full-out comfort, silky smoothness and floaty ride rather than all-out handling prowess. We have been impressed with ES350′s combination of softness and quietness at the expense of handling. The same is the case with this RX. If you are the one who truly appreciate the best when it comes to engineered plenty of softness and smoothness, with somewhat lost of supple ride quality. RX350 is a car for you. Through the corners, RX350 is confident enough when pushed. Both understeer and understeer are obvious when pushed. Lexus’s VSC has stepped in at an alarming rates to help control both under and oversteers. If you drive like what you should with this RX, you shouldn’t witnessed the blinking warning light on the dashboard as we did. The steering feels vague and numb, although the response is decent. When it comes to active safety, Lexus has done more than enough to compensate for the lack of handling abilities in the RX.

Brakes: RX comes standard with 4-wheel discs, standard ABS and EBD. The brake pedal feel and modulation are much better than expected given the softness. Although there are huge nose dive during hard braking, the brake force distribution has done a good enough job in this application.

Interior: As one expects from a Lexus, you got all the nice materials with easy to read gauges and all the luxurious features in this RX350. The leather seats are covered in high-quality cow hides which provide decent support. The automatic climate control is effective when it comes to blowing hot air during chilly days. Although Lexus designers have finally put the center infocenter at the right place to avoid washing away with sunlight, as with previous 2 generations of RXs did. We found its too far away for scanning about informations on stereo and climate control. The stick out gear lever on the top of the dashboard is simply an eyesore.

At the back of the RX350, you got a much needed wash wiper for the window. You can access to RX’s cargo space through a proper door handle. Thanks, Lexus! :) Once inside, you will find a complete flat-floor after fold down the rear seats. Thanks again. :D It also got an automatic closing feature for this heavy hatch. What its really disappointed is the rear window doesn’t open independently. Consider RX’s price tag of $56k, it should!

Conclusion: The old RX ain’t broke, the new RX is even better. This is definietly the best RX Lexus has ever made. Some might said its styling isn’t as revolutionary as what Lexus has promised with its concept. Since RX is Lexus’s best-selling product with a loyal customer base, its best to be evolutionary rather than revolutionary.

OVERALL VERDICT FOR 2010 Lexus RX350
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Performance: 4/5
Handling and ride/fun-to-drive: 3.5/5
Interior/ergonomics/user-friendliness: 4.5/5
Fit-and-finish/build quality: 4.5/5
Cargo/accessibility/layout: 4/5
Value-for-money: 4/5

Overall rating: 3.5/5

2010 Lexus IS350 Cabriolet

Vehicle: 2010 Lexus IS350C with Navigation Package
Price as tested: CDN$64300

Performance: When the SC430 convertible first came out, it was considered as too pricey and doesn’t provide the right handling/ride compromise for what you got. Lexus promises the new IS convertible to be more to the mainstream market, which ideal handling and ride compromise. They have high hope for this hardtop convertible as there are many competitive rivals are launching at the same time.

The ragtop version of the IS is powered by the same powertrains as its sedate sedan silibings. That means both the 2.5 and 3.5 liters of V6, 24-valve with VVT-i and DOHC, altogether. Our tester happens to be the better 3.5 liter V6 with 305hp and 277 lb/ft of torque. Why we said its better is because IS convertible has to carry over 3800 pounds of Lexus leather-lined luxury with heavy retractable roof that is able to open in 20 seconds. The lesser IS250 with automatic has to carry 3814 lb with 204 hp and 185 lb/ft torque, which is enough for ragtop purpose. If you are in need for more power, 3.5 liter is the way to go even if it has to carry a heart-pounding 3880 lb. While you aren’t going to expect IS350 performs like a 911 Turbo cabriolet, it has got its job done relatively well. The throttle response is decently responsive, while the 6-speed manumatic has shifted accordingly. That means the shifts are coordinated, smooth and with proper gear ratios; something we all expect from a Lexus. As for engine refinement, no doubt, both of the 2.5 and 3.5 liters are up to Lexus’s usual standards when it comes to quietness and flexability.

Handling: Lexus engineers have stiffened IS’s chassis to withstand its convertibility. In IS convertible’s case, its 15% stiffer. They also have stiffened the springs and shocks are sportier work-out. The result is a convertible that is both solid and sound, without any cowl shakes that are usually associated with lesser build convertibles. The IS convertible comes with rear-wheel-drive only, which means it continues its 50/50 weight distribution for balanced handling. Despite that, this IS350 feels more like a blvd cruiser than an all-out capable handler when pushed through corners. While the ride quality is simply outstanding, when driven through patholes and washboard pavements. The driving experience needs a-lot-to-be-desired, as with its sedan silibings. The steering response is good but the feel and feedback are dead, as with all the Lexus we have driven in the past. VDIM continues to be instrusive whenever a driver starts to get a bit out of the line. There is quite amount of understeer for a rear-driver and you can’t oversteer unless you really pushed the IS-C extremely hard. Then again, VDIM would step in like its no tomorrow. Its a real blvd cruiser, nevertheless. .

Brakes: With 4-wheel discs and standard ABS, IS-C’s pedal feel and modulation are excellent consider how much weight it has to carry. The stopping distance is short, while the pedal modulation is top-notch. ABS also acts at the right time at the right place.

Interior: When the roof is up, it got 10.8 cubin inch of cargo space. When its down, it got about 2.36 cubin inch which is enough for 2 persons on a weekend trip. That’s because this is a convertible that has 4 seats by only for 2. Why?

Because IS sedan’s rear seat already cramped to begin with, make it 2 fewer doors and harder to access in the same amount of space. IS-C’s rear seats are better leave for those who want to have a short trip. When the roof up, plus anyone over 5″10 sits in the front, Is-C’s rear seats can be considered as anything but punishment. As for the front, everything is typical IS right from instrumentation gauges to switchgears.

Conclusion: The SC430 convertible has proven that Lexus’s brand cachet isn’t enough to catch the more exclusive segment on the top, along with its poor ride and handling balance. With the IS250 and IS350C, Lexus is being more realistic on chasing the most mainstream of the convertible class. Although its styling remains as debatable as SC when it first came out, IS-C has done what most needed in a convertible. That means its comfortable, as long as you have 2 persons. It got lots of features and 20 seconds to open a retractable hardtop surely will impress your neighbors. The ride and handling compromise is what it should be. That said, if you aren’t looking for convertible with supreme performance prowess, IS-C is worthy of consideration.

OVERALL VERDICT FOR 2010 Lexus IS350 Cabriolet
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Performance: 4/5
Handling and ride/fun-to-drive: 3/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 2/5
Value-for-money: 3/5

Overall rating: 3.5/5

2009 Lexus IS250

Vehicle: 2009 Lexus IS250 RWD automatic with Sport Pkg
Price as tested: CDN$42950

Performance: The real reason we review the IS series even during this facelift is because Lexus claims its improvements are good enough to dubbed it “all new”. But for us, we want to find out whether IS is enough to challenge its formiddable competitions.

The major area Lexus claims as all-new is the reprogrammable 6-speed automatic gearbox, that’s why we decided to put it through the paces. Lexus claims it has a completely new fuzzy logic program that make it up and downshifts much more efficiently. When this 6-speed manumatic gearbox’s effectiveness when up and downshifting, also the prompt kick-down are typical high Lexus standards. We don’t feel anything significantly improved when it comes to shifting speed. It remains a refined, no fuss gearbox that feel very much a Lexus. The paddle shifter location on the steering wheel, on the other hand, are still on the same unergonomically designed behind the steering wheel. Consider what Lexus always claims themselves as the most user-friendly when it comes to luxury car manufacturers, IS250′s paddle shifter location is going the opposite direction of what it claims to be. Shame on you, Lexus!

As for the rest of the powertrain, it remains the same underwhelming 204hp 2.5 liter DOHC 24-valve V6 with direct injection and dual variable valve timing technologies. In this time and age, when even a supposedly economical-oriented 2.5 liter straight-5 in a VW Rabbit is able to pump out 170hp. Having 204hp in a 2.5 liter V6 with all those technlogies is nothing to write home about, especially when Lexus wants to compete in the fiercely competitive sports sedan category. At a time when Audi A4 2.0T got 211hp, Mercedes C280 got 228hp and BMW 328i has 230hp, having only 204hp isn’t enough to compete. If you look at C230, 323i and A3 2.0T having similar hp but come with a more eager engines than IS250, Lexus’s competitiveness is completely going down the toilet.

This engine isn’t particularly responsive nor quick given IS250′s curb weight of 1558kg. Yes, it still retains Lexus engine’s smoothness and composure.

Handling: Despite what Lexus engineers claim to have a sharper sports suspension, particularly on our IS250 with sports package. It still drives like the same ole, same ole. Although the response is quicker and steering feels slightly sharper. The rest of the package remains a boring car tried to be a sporting car. Pretending to be sporting seems to be the best description of what this generation of IS to be. Sporty is a word that Lexus engineers always dream of but never able to achieved. Sporting is getting close but no cigar. Yes, you can finally turn off the annoying VDIM we first experienced 3 years ago. But it remains stepping in at an alarming rate. The chassis remains numb and detached even if its stiff. Steering remains numb and dead, completely devoid of any road feel at all. The ride comfort is smooth but never have the level of suppleness IS’s competitions have known for years. Unfortunately, its still far from Lexus’s magic carpet ride benchmarked from ES and LS. There are plenty of body rolls and understeer are excessive for rear driver.

Brakes: With 4-wheel discs and ABS, the pedal feel of IS250 remains decently solid. While the inital pedal travel still have the sort of Lexus softness in the pedal. Its a pretty confident braking system that at least much with its price tag.

Interior: If you are expecting IS to have anything called decent rear legroom and trunk space, then don’t expect anything. IS’s rear seat legroom has to be considered as a cruel punishment by any sedan standards. As for its trunk space, its a Japanese joke.

The rest of the interior remains cramped, even in front. Although it got clear and analog instrumentation gauges and Lexus’s trademark soft leather materials, the rest of the dashboard are covered in some cheap plastic that look expensive. It looks expensive but feels cheap to the touch. The interior design has started to show its age.

Conclusion: The industry keeps changing and so do IS’s competitions. If the IS’s rivals keep resting o their laurels, this car could leapfog to the top of its class. Unfortunately, they aren’t. The reality is this car can barely keep up with the class.

OVERALL VERDICT FOR 2009 Lexus IS250
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Performance: 3/5
Handling and ride/fun-to-drive: 3/5
Interior/ergonomics/user-friendliness: 3/5
Fit-and-finish/build quality: 3/5
Cargo/accessibility/layout: 1/5
Value-for-money: 2/5

Overall rating: 2.5/5

Follow-up test: 2008 Lexus IS250

Vehicle: 2008 Lexus IS250 RWD automatic with X Pkg
Price as tested: CDN$41050

With most of IS’s competitions have either completely redesigned or facelifted, it has become the eldest car in its group. So does this IS remains competitive by wearing the Lexus badge?

IS250 remains the most popular in the IS range, thanks to its level of packages available. Its 2.5 liter DOHC V6 with 204hp is enough for its weight, thanks to the smooth-shifting 6-speed manumatic. The powertrain is up to Lexus’s standards of being a smooth operator. 185 lb/ft of torque feels underwhelming consider its a 2.5 liter V6 with VVT-i. However, its more than adequate for typical Lexus buyers but not for those who are looking for a sports sedan.

Lexus offers 2 different kinds of packages for IS250. Both the X and Sport Packages offer sports suspension. Unfortunately, it just makes the IS250 feels more of a compromise than what it already did. The 2nd generation of Lexus IS already offered less of a driver’s feedback than its predecessor, thanks to its more “Lexus like” chassis setting. It doesn’t have the sort of control its predecessor had. Both the IS250, IS350 and IS-F offer disappointing driving experience. Steering is typical Lexus numb and dead. Chassis is detached. Combined this isolated driving experience with 2.5 liter V6′s lack of torque, it makes for a truly disappointing drive. The sports suspension is nothing to offer over the standard setting. It doesn’t have the sort of driving feel those who are buying German sports sedan is looking for, nor the completely isolated floaty experience Lexus is famous for. Its a totally compromised and disappointed so-called sports package. Its a sports sedan by looks, boring as a toaster driving sedan by nature.

Lexus will have a facelift for IS series coming this fall. Combined with the level of prestige this brand gains in the States, it shouldn’t have any trouble selling to those who loves the Lexus badge with sporty styling. Those who are after a Japanese sports sedan with substance should look at the new TL, despite of its controversial styling. We were actually quite like ES350′s completely detached driving experience because this is what Lexus stands for: a Japanese Buick. IS is the worse of both worlds when it comes to providing sportiness with ride comfort.

2008 Lexus SC430

Vehicle: 2008 Lexus SC430 Pebble Beach Edition
Price as tested: CDN$78200

Performance: Why we are reviewing a car that is going to be discontinued? That’s because we want to find out what make this car a market failure. This is the Lexus SC430 with Pebble Beach Edition, a final run of this Japanese luxury convertible.

Given the SC430 first came out in 2002, which based on previous generation of Lexus’s flagship sedan: LS430. It doesn’t come as a surprise its powertrain remains a previous iteration of the flagship sedan. It is a 4.3 liter DOHC 32-valve V8 with VVT-i. The refinement and smoothness remain world-class given the age of this engine. Its so quiet when the roof is closed that one almost forgot we are in a convertible. Lexus has always done a bang up job with interior insulation, the SC430 is no exception. Its also quite powerful with 288hp and 317 lb/ft of torque. While its hp rating has been fallen behind its main rival, namely Mercedes CLK550 with 382hp and 391 lb/ft respectively. Lexus’s 6-speed automatic has done a good enough job for this engine. The throttle response is quick. Even with 6-speed instead of 8-speed as in the LS460, the highway gearing remains tall enough for relax cruising. 100km/h revs at 2000rpm remains quite an achievement for this aged engine combination.

Handling: When we first drove SC430 about 7 years ago, we were terribly unimpressed with its poor handling and ride compromise. Move forward 7 years later, our opinions remain the same. The tall tire sidewall has compromised its acceleration, nor any cornering ability. The worse of all, this tall tires + poor suspension damping have produced an awful ride quality. This SC rides like a boat on a rough sea on low speed, on the other hand, its typical Lexus floaty on high speed and nothing in between. The run-flat tires don’t help much neither. The cornering limit is low. Thankfully or unfortunately, depends on how you asked. Lexus’s VSC steps in at an alarming rates when pushed. That’s despite you won’t expect to corner aggressively with a luxury-oriented convertible. Steering is basically as numb and dead as any Lexi we have driven. The only saving grace is the solid retractable hardtop that is completely free of cowl shakes when driven over rough pavements.

Brakes: With its tall sidewall, this also compromised SC’s braking feel. The general braking feel and modulation are average, same goes for the stopping distance.

Interior: The interior is SC430 already felt nothing special when it came out. There are just too many Toyota lookalike switchgears in a convertible costing north of 70 grand. It has aged at an alarming rates even with all those wood trim on the dashboard, steering and shifter. Those wood trim just makes the interior feels garish because its so overdone. The wooden panel on the center console also feels faux even though its real California Walnut trim. The leather seats, however, are comfortable enough for those who are looking for pure cruising. But to put those seats for hunting corners in this poorly damped convertible. Not me. Thank you very much.

With 266 liters of cargo space, its barely enough for 2 persons on a go because in this Lexus convertible’s trunk. What you see is what you get!

Conclusion: After driven the SC430′s final edition, it isn’t hard to understand why its a market failure even if it wears that Lexus badge. It looks ugly today as it is on day one. The interior isn’t particularly luxurious or well-appointed. Engine isn’t powerful enough to go with the best. And please don’t let me start on its piss poor handling and ride compromise. Its best to leave for those who purely want a convertible wears a Lexus emblem. The rest of us have much better choices out there. Its a car that is gone but never missed.

OVERALL VERDICT FOR 2008 Lexus SC430
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Performance: 3/5
Handling and ride/fun-to-drive: 2/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 3/5
Cargo/accessibility/layout: 2/5
Value-for-money: 1/5

Overall rating: 2/5

Follow-up test: 2008 Lexus ES350

Vehicle: 2008 Lexus ES350 with Ultra Premium Pkg
Price as tested: CDN$43600

A follow-up test is what we at Direct Shift always have a second thought on a particular vehicle, so we decided to test drive it in a shorter period to see if we appreciate more or less. But it isn’t a long-term review which usually hold the vehicle for a couple of days. This week we begin with the Lexus ES350.

The ES350 has always been regarded as one of the quietest cars in its price bracket. While its definitely not a driver’s car, nor any Lexus is a true driver’s car even the IS-F. Lexus has done a really good job on engineered an ES as a luxury car that focus more on engine quietness, interior comfort and soft ride quality.

The silky smooth of ES350′s 3.5 liter V6 with 272 hp and 254 lb/ft of torque. It got enough grunt for those who are looking for luxury. The engine smoothness is simply amazing for this price class. It rivalled those of many of its European competition’s V8s. Our biggest surprise is how Lexus addressed the harsh 6-speed automatic gearbox. It was a really harsh system when we drove it 2 years ago. Lexus has finally made it up to their high standards of being a carmaker which has a trademarked smooth powertrain. The ES350 is no exception.

The leather seats are soft and supple. Softness has been Lexus’s trademark when it comes to leather hides. With its level of quietness through engine isolation and superb isolations on the door panels, ES350 could very well put any passengers into sleep mode on highway speed.

Although not much suppleness through the suspension, it rides like a Buick with a very soft setting that creates a senes of floatiness with Lexus’s confidence. That kind of driving experience has served Lexus’s typical audience well for the last decades, it will continue to succeed with that loyal crowd. That kind of ride quality and engine refinement also what 99% of driving population want in the marketplace.

We actually appreciate the ES350 more than the initial test drive because we can really feel how the general population feel about this car. Its level of engine refinement, soft yet floaty ride comfort and engine insolation what we most consumers are looking for. That’s why it continues to do well without the infusion of enthuisasts. And it will continue to do so.

2008 Lexus IS-F

Vehicle: 2008 Lexus IS-F with Series 2 Pkg
Price as tested: CDN$68500

Performance: What the “F” stands for in Lexus language equals the “M” of BMW and “RS” of Audi, as its their performance division. As you would probably already guess, “F” stands for “fast”. Its pretty damn true for this IS-F. Unlike the lesser IS250 and IS350, which are powered by 2.5 and 3.5 V6s. The IS-F is powered by a Yamaha-tuned 5.0 liter V8 based on LS460′s proven mechanicals. It scores well with VVTi-E, which is an intelligent electrically driven on intake cam for better performance. It does have a desired effect because it actually works effectively with this 32-valve 5.0 liter V8. It got 416 horses and 371 lb/ft of torque at driver’s disposal, which makes it one of the fastest cars in its class. The amount of torque delivery is linear and silky-smooth, something we all expect from Lexus. Even with this much power goes through the IS, Yamaha engineers continue to produce an exceptionally refined and smooth powertrain that feel very much in a luxury car than in a sports car, even with the sporty exhaust notes. What makes this IS-F so quick and responsive has to be its 8-speed Sport Direct Shift gearbox, which is a similar system to Audi’s S-Tronic. Similar concept to S-Tronic, it got 2 clutches. The first clutch controls 1st, 3rd, 5th and 7th while second clutch controls 2nd, 4th, 6th and 8th. Although its the world’s first 8-speed dual-clutch gearbox, it just has too many gears. The first three gears are good for peppy acceleration while 7th and 8th for quiet cruising. There are just five too many gears for mid-range acceleration. The paddle’s shifter’s speed is on par with the best in the industry, although the beeping sound for upshifting is very annoying. When you are driving a sports car on a track, its expected to upshift at redline. Since this Sport Shift already got gearbox protected for redlinning, the buzzer sound should be deleted. Why not make an upshift warning light for driver instead?

Handling: Lexus engineers wish the “F” stands for fun other than being fast. What they have done is to stiffer up the suspension, also add a “sport” mode to the VDIM. What this “sport” mode does is to allow enthuisasts to have more oversteer fun instead of stability control steps in too abruptly. Unfortunately, it remains as instrusive as other VDIM Lexus I have ever driven. The difference is with the “sport” on, stability control’s threshold would set a bit higher for a little bit of oversteer when pushed extremely hard. While its electric power steering already the better one when it comes to Lexus steering feel, its steering weight remains featherweight and not much feedback communicates through the thick leather-rimmed steering. Even though we have tried to push the IS-F oversteer during a rainy day on the track, it manages to have quite amount of understeer dialled it before VDIM steps in. Just when the tail begins to get out, VDIM already stepped in at an alarming rate. Frankly, for a sports sedan with 415hp, IS-F feels as sterile to drive as other Lexus. But it isn’t so with its rough ride quality. Its sports suspension seems to be lack of any kind of suppleness when going through even the smoothest surface. It eats up every patholes and roughness when the going gets tough. The ride is bouncy and noisy. While this suspension is capable enough to attack corners with confidence, its ride quality certainly doesn’t live up to Lexus reputation. The “F” does mean its fast but certainly far from fun.

Brakes: With large 4-wheel discs and standard ABS, the IS-F’s braking performance is capable even on this rainy day. The stopping distance is commandable while ABS doesn’t step in unnecessarily. That is very important on a wet track surface for driver’s modulation on the brake pedal.

Interior: The biggest differences between standard IS and F are the bolstered sports seats and tasty carbon fiber trim. Those sports seats provide excellent shoulder and side supports. The use of leather materials continue to be soft and supple, which are the qualities of what we expect from Lexus.

The F is a 4-seater sports sedan. While the legroom continues to be very tight, as this is an IS. There are more room for two persons to move due to its 4-seater configuration. The backseat continues to be semi bucket type for better support.

Conclusion: If you consider the F as a very fast IS, you will definitely be satisfied with it. It got the usual array of luxurious and comfortable features one expects from a Lexus. But if you are looking for a fast yet fun sports sedan, Lexus still haven’t produced a proper one yet.

OVERALL VERDICT FOR 2008 Lexus IS-F
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Performance: 4.5/5
Handling and ride/fun-to-drive: 4/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 1/5
Value-for-money: 4/5

Overall rating: 4/5

2008 Lexus LS460/600hL

Vehicle(s): 2008 Lexus LS460L with Premium Grand Touring Pkg
2008 Lexus LS600hL with Premium Executive Pkg
Price as tested: CDN$107700 (LS460L) CDN$157800 (LS4600hL)

Performance: If silky smooth and quietness are what you are looking for in a luxury car, LS has to be the top candidate.The 4.6 liter V8 DOHC features both advanced VVTi-E and VVT-i have given this engine a nice boost when it comes to performance and refinement. The VVTi-E improves its low-end torque by electrically driven on intake cam, on the other hand, VVT-i improves exhaust cam for better high-end breathing. With 380 hp and 367 lb/ft of torque, power has never been an issue with LS. The 8-speed automatic works seamlessly with this powertrain, as its ratios are spaced toward luxury cruising instead of all-out aggressive performer. The result is the throttle response is quick and linear, with Lexus’s typical elegant dial-in demeanor.

The LS600hL, on the other hand, is Toyota’s ultimate use of its hybrid synergy technology. Mating in 5.0L of V8 performance with an electric motor. Combine the electric and gasoline motors equal 438 hp, however, when running on gas alone gives out 389 hp. Despite of Toyota’s claiming of the high-tech electric power, it only boost 49hp in return. Even if its mated with an E-CVT or continuously variable transmission, the fuel economy isn’t as what Lexus wants you to believe. The transition between electric and gasoline is better than all the hybrids have gone before. However, with all the hypes surrounding the high-powered hybrid powertrain and lack of fold-down rear seats. 49hp has left me cold. Its neither efficient enough to dub it economical, its not that those who are shopping for upper luxury car cares about its fuel consumption. Nor providing the V12 performance that is able to rival those of A8 W12, 760Li and S600. If you are looking for pure “Lexus LS quietness”, LS460 already able to do that aplenty. You needless to go with LS600hL.

Handling: On our LS460hL’s Premium Grand Touring Package, it comes equipped with sports suspension. Sports is an exaggerated word when it comes to flagship Lexus’s dynamic abilities. Sporting? Maybe. Sports? Forget it. Although the chassis is much stiffer than all its predecessors, its level of detachment still feels every inch a Lexus. The variable ratio steering doesn’t help much neither. As it feels completely numb and dead, however, it tracks path pretty accurately.

The LS600hL just takes LS460′s level of numbness and softness even further with the additional weight of the batteries behind the backseat. The AWD certainly adds to the confidence during poor weather over the rear-drive LS460.

Soft suspension with silky ride quality pretty much described how the LS drives. It actually floats instead of rides on the pavement is how Lexus engineers developed its chassis. You definitely won’t find any of the European suppleness through its suspension and rebound damping. Look elsewhere if you are looking for driving pleasure, LS is not a car for you.

Brakes: LS600hL’s regenerative braking still feels dead when reach the bottom half of the brake travel. On a contrary, LS460′s pedal feel is a big surprise given its hefty weight.

Interior: Both the use of materials and fit-and-finish have always been highly regarded in LS, its no exception in the current car. There are plenty of soft-touched plastic and leather surface covered the dashboard to door panels. The leather material is very soft and supple, its something we expect from a Lexus of this price tag. However, its overall layout still lacks the class and charisma as its German rivals. Its a very tailored if not classy layout. When it comes to layout, some of the positionings aren’t much different than a $35k Camry XLE V6. Some called it user-friendly, others might question whenever we need to pay such a high premium over an equivalent Toyota.

When it comes to rear legroom, its aplenty due to our long-wheelbase tester. Rear passengers are able to control climate, stereo to seat message in the center console.

Due to the hybrid batteries, you can’t never able to get fold-down rear seats in LS600hL. Its yet another compromise I can never able to accept.

Conclusion: Since its inception in 1989, LS series has always been regarded as a contender to challenge the best from Germany. Close to 2 decades later, it remains a formiddable contender. It continues to be an upper luxury car which blends comfort and luxury contents exceptionally well.

But, here is a big BUT……when it comes to driving pleasure. Lexus has claimed the new LS has the dynamic abilities to challenge those from Audi, BMW and Mercedes-Benz. They still have a long long way to go when it comes to chassis and suspension tuning. The interior layout and trim continue to lack of any charm and character. It feels like in a Camry with nicer materials and workmanship.

Now we come to the part where most interested to know about the flagship hybrid sedan. It doesn’t have the outright performance of peers’ V12 nor the fuel economy of a smaller V8. When it comes to quietness, LS460 has already done a very good job. One doesn’t need to upgrade to LS600hL just to get a little more quieter with electric motor. Environment protection? Do you really think you care for the ozone layer when buying an upper luxury car?!

OVERALL VERDICT FOR 2008 LS460L/LS600hL
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Performance: 4/5 (LS460) 4/5 (LS600hL)
Handling and ride/fun-to-drive: 2/5 (LS460) 2/5 (LS600hL)
Interior/ergonomics/user-friendliness: 4/5 (LS460) 4/5 (LS600hL)
Fit-and-finish/build quality: 4/5 (LS460) 4/5 (LS600hL)
Cargo/accessibility/layout: 4/5 (LS460) 2/5 (LS600hL)
Value-for-money: 3/5 (LS460) 2/5 (LS600hL)

Overall ratings: 4/5 (LS460) 2.75/5 (LS600hL)

2007 Lexus ES350

Vehicle: 2007 Lexus ES350 with Premium Package
Price as tested: CDN$46500

Performance: As the designation indicated, the new ES is powered by a 3.5L DOHC 24-valve V6 with VVTi, essentially the same engine as the RX350. With 272 horses and 254 lb/ft of torque, power has never been an issue with this powerplant. It is also one of the smoothest and quietest V6s in the world. Lexus claims the new ES350 is every bit as refined and quiet as the original LS400 debuted back in 1989. From my “hearing” experience, this is a fact rather than fiction as Lexus engineers had put lots of efforts of sound insulation. Everything from the extra sound deadening in the door panels to thick firewall in the engine compartment. The result is amazing as both wind and road noises are nearly unnoticeable except for cruising at high speed. The 6-speed manumatic works well with this new engine, for the most part. That’s primarily because of the harshness of the shifts. In the past, Toyota auto transmissions have known for their silky smoothness between shifts, even in the basic Tercel with 3-speed. This harshness and roughness aren’t as obvious in manumatic mode as it fully automatic mode. We have experienced the same problem with RX350′s 5-speed manumatic in the previous review. Hopefully Lexus will addressed this problem ASAP as its their trademark by providing smooth automobiles to the consumers. The transmission roughness is unacceptable for a vehicle costing above 40 grand.

Handling: Just like all the reviews of ES in the past. If you are looking for a sporty driving Lexus., you should look elsewhere. ES350 is all about quiet and smooth riding quality instead of hard-edged handling. The ride quality is amazing as it rides over all the bumps and roughness on the road surfaces like a flying carpet. Lexus engineers have tuned the rebound damping with more suppleness than many of its American competitions. However, ES350′s riding characteristics still lacks the suppleness that defined the European counterparts. The steering feels numb and vague, not a single bit of on and off-center feedback. That’s except the steering is fairly precise. Even with the Vehicle Stability Control off, it remains a very instrusive one as the engineers don’t expect you to push it hard into a corner. There are lots of body rolls and understeer as you enter the envalope aggressively. The bottom line: drive an ES350 like what a luxury car should drive and you won’t be disappointed.

Brakes: With standard 4-wheel discs and standard ABS, ES350′s pedal feel is decent and linear. The ABS doesn’t kick in unnecessarily. However, the nose dived heavily even with electronic braking force distribution.

Interior: Inside the ES350, its very logically laid out. The leather seats are covered by soft and supple materials. There are plenty of soft-touch plastic materials on the dashboard and center console. Everything from the excellent Mark Levinson stereo to automatic climate control are easy to figure out. They worked so logically, that no one needs an owner’s manual to figure out all the functions.

The optional Panoramic sunroof provides a very airy feel of the interior. Its the first car in this class to have this option. The only car in its price range that has Panoramic sunroof is the Audi A3 Sportback, however, its in a radically different market segment and demographics than the ES350. One has to go up to Mercedes E350 in order to opt for this Skyview feature.

The back seat, once again, is comfortable with plenty of head and legrooms.

Conclusion: With the introduction of the ES350, Lexus has proved to the market there is still survival space for luxury/comfort-oriented luxury sedan. For those who are looking for a sporty drive, there is always an IS in Lexus showroom.

OVERALL VERDICT FOR 2007 LEXUS ES350
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Performance: 3.5/5
Handling and ride/fun-to-drive: 2/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 3/5
Value-for-money: 4/5

Overall rating: 3.5/5

2007 Lexus RX350

Vehicle: 2007 Lexus RX350 with Premium Package
Price as tested: CDN$56550

Performance: The biggest highlight for 07 RX is the engine. This 3.5L DOHC V6 with replaces the highly praised 3.3L. This 3.5L has horsepower and torque improvements over 3.3L, 47 hp and 13 lb/ft respectively. Although not a significant jump, it does give RX an even more responsive powerplant in order to compete with newer competitions. The extra torque does wonder for highway passing but seems Toyota has sacificed some refinement for performance. This engine is typically Lexus refined and smooth, although its not as quiet as I expected. On the other hand, the standard 5-speed manumatic has some shifting harshness between gears. That is a very nasty surprise given Toyota is famous for their smooth-shifting auto transmission. The roughness is most obvious between 1st and 3rd gear during acceleration. We asked Lexus executive about this issue. They basically said Toyota will started addressing this issue when more complaints on this tranny.

Handling: As expected from a comfort-oriented luxury SUV, RX350 is not known for outright handling. However, its dynamically enough to avoid crashes in an emergency thanks to the instrusive Vehicle Stability Control or VSC. This system really has desired effect for controlling oversteer and understeer whenever a vehicle has reached its limits. The steering is smooth but its totally devoid of any feedback. The body rolls are acceptable. On the other hand, ride quality is simply excellent as it absorbs all the roughness on Canadian road with ease. The spring calibration has tuned with comfort in mind but still not supple enough for my taste.

Brakes: RX’s brake assist has to be considered as one of the better ones in the industry. It never grabs driver’s leg when ABS starts to kick-in. The brakes are equally good as it provides decent feedback and modulation.

Interior: The moment you jump inside a RX, you know its a Lexus with all its quality materials and features. The leather seats are comfortable, as well as covered in top-quality materials. Dashboard materials are all excellent. However, Lexus still refused to fix the center infomation center that tends to wash out during sunlight.

Conclusion: Mercedes just got a new ML, Acura is going to introduce all-new RDX and MDX. Not to mention X5 will be completely revamp soon. FX has gone through ride softening revision even though it remains garish compares to understated RX. Its a smart step for Lexus to give RX a new heart in order to keep it competitive. However, its just too pricey after adding all the options. Since the base RX350 is no stripper, its far better value than ones added with Premium or Ultra Premium Package.

OVERALL VERDICT FOR 2007 LEXUS RX350
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Performance: 4/5
Handling and ride/fun-to-drive: 3.75/5
Interior/ergonomics/user-friendliness: 4.5/5
Fit-and-finish/build quality: 4.75/5
Cargo/accessibility/layout: 4.75/5
Value-for-money: 1.5/5

Overall rating: 3.5/5

2006 Lexus IS350

Vehicle: 2006 Lexus IS350 with Sports Package
Price as tested: CDN$53700

Performance: The new Lexus IS is powered by 1 of 2 engines. A spicy 204 hp 2.5L or the very spicy 306 hp 3.5L. Both engines are DOHC V6 with 24-valves, dual variable valve timing and direct fuel injection. The subject of our tester is equipped with the very spicy 306hp 3.5 liter. With 227 lb/ft of torque available as low as 2700rpm, there are lots of bottom end performance when accelerating off-the-line. Both on paper and seat-of-the-pants feel very quick; indeed. However, its quickness doesn’t seem to reflect back on its claimed figure of 5.3 seconds runs from zero to 100km/h mark. On the other hand, Mercedes C350′s 3.5L with 7-Gronic feels quicker than IS350 with 6-speed manumatic, altough Mercedes’s claimed figure is slower. In terms of manumatic, IS350 has one of the best units available elsewhere. The shifts are crisp and responsive. Paddle shifters are logically placed. Every time one shifts up or down a gear, it minimics the hell/toe engine note to give driver good feedback. However, its still not as lightning quick as Audi’s Direct Shift Gearbox. Another drawback is lack of proper 6-speed manual transmission. Lexus only offer 6-speed for less powerful IS250 but not IS350 is unacceptable when 330i, A4 3.2 and G35 all have this standard.

Handling: The outgoing IS300 was known for its chassis stiffness and good balance of handling/ride. The new IS350 has taken to a new height with stiffer chassis, recalibrated suspension, springs and shocks. The result is a suspension that provides delightfully in corners while absorbing roughness as Lexus usually does. However, one has to paid for the price when a model grown up. The IS350 doesn’t handle as sharp as outgoing IS300. The electric power steering seems more in-line with other Lexus models than comparable sports sedan. While its fairly precise and tracking on the right path, its lack of feedback and featherweight. On the other hand, VDIM, or what Lexus called Vehicle Dynamic Integrated Management, is an instrusive system that can’t be turned off. While it could be a handful to handle powerful FR like this IS350. But for keen drivers who love to have a bit of RWD oversteer fun in corners, there is no switch to defect the electronic stability control is an absolute no-no. The good thing is body rolls are very well controlled when pressed enthuisastically, until VDIM kicks in!!

Brakes: The 4-wheel discs with standard ABS provide braking performance that is up to usual Lexus standard. Both the stopping distance and pedal feel are solid and controllable. All done in an elegant manners that are very Lexus-like.

Interior: Lexus has cleaned up IS’s instrumentation by get rid of the tacky chorological gauges. In with the new cleaner and more analog instrumentation gauges which are more pleasing to the eyes. While the outgoing IS300 feels cheap, IS350′s materials are finally worthy of the Lexus nameplate. There are plenty of soft-touch plastic and synthetic leather materaials covered the dashboard and door panels. The leather material used on the sports seats are of high-quality. Its soft and supple without sacificing the comfort one expects from Lexus. The smart use of aluminum and wood trim have created a very tasteful interior environment. Everything from automatic climate control and stereo are well-placed.

The back seat, however, remains a big disappointment. Not only does the C-pillars cut into any headroom, its lack of legroom is totally unacceptable in a car of this caliber. Those over 5″10 are not recommended to get into the backseat of IS350, even those below feel cramped back there.

The trunk space is tiny. Although it got uninstrusive trunk hinges and low liftover. Its barely can fit 2 large baggages for an airport trip. Plus the lack of 40/60 split fold-down rear seats really make you think twice before pick up a good friend from airport. A standard ski pass through doesn’t make any difference neither.

Conclusion: Despite of my crticisms, there are still lots to going for in the new IS350. Its powerful, it got plenty of interior features and its very well-made. In short, it finally becomes a worthy alternative to the German trio.

OVERALL VERDICT FOR 2006 LEXUS IS350
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Performance: 5/5
Handling and ride/fun-to-drive: 4/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 4.75/5
Cargo/accessibility/layout: 1/5
Value-for-money: 3/5

Overall rating: 4/5