Lexus LS 460 F Sport

When Toyota introduced the LS model line in September, 1989, the large sedan was a hit with buyers who were overjoyed to own a Mercedes Benz S Class clone for half the cost of the Benz. Although the styling of that first LS was clearly Benz derivative, the Lexus packed a 4 liter, 250hp V8 wallop under the hood that Mercedes could not ignore. On top of that, Toyota tailored the Lexus division to afford its new clients concierge level treatment, from the buying experience to the service appointment. That level of customer concern has insured that Lexus has remained at or near the top of the JDPower owner survey rankings for the past 23 years. Our recent test drive of the LS 460 F SPORT, latest addition to the LS model line, not only validates the company’s long standing commitment to engineering excellence, but also affords a whole new aspect of LS enjoyment: sport driving.

Over the past 4 generations of LS sedan, the company’s focus has been on developing creature comforts to 5 star levels, while enhancing straight line performance with a 380hp V8 propelling the 2012 LS. But never before has this conservative company paid serious attention to the joys of sport LS operation. Yes, they did offer a 2012 “Sport Authentic Special” version of the 4th generation LS, but the addition of paddle shifts, Brembo brakes and 19 inch wheels were overly cautious moves in a marketplace full of ultra-sporty BMW 7s, AMG Benzes, and Audi S8s. Now that Lexus has finally gotten the memo from the market, its LS F Sport is ready to play bumper tag with the big boys from Germany.

The new F Sport is available in 2 versions, with the rear-wheel-drive model carrying a base price of $81,990 and the all-wheel-drive F SPORT base-priced at $84,885. While we didn’t get a chance to sample the AWD model, we spent several hours behind the wheel of the rear drive version in an 80 mile test loop through the canyon country East of San Diego. What distinguishes this model from the basic LS 460? From the outside, the F stands apart thanks to exclusive front and rear bumpers, LED fog lamps, and 19 inch forged alloys finished in dark gray. The redesigned front bumper incorporates a larger opening for better cooling, while the rear lower valance includes a diffuser for improved underside air flow. Inside the cockpit, the F’s front seats feature added side and thigh bolstering, an exclusive steering wheel covered with dimpled leather, and aluminum trim on the dash and pedals. F SPORT logos adorn the sides of the fenders, as well as the steering wheel and front headrests.

Mechanically, the F Sport’s 4.6 liter V8 is identical in output to other models in the LS range, with 386hp (up 6hp over last year) and 367 lb.-ft. of torque. While more horsepower would have given the F Sport better bragging rights vis a vis BMW, Mercedes and Audi, the big sedan is no slouch in the straight line department, cutting a 0-60mph run of 5.4 seconds with a quarter-mile time of 13.8 seconds. Lexus has recalibrated the F SPORT’s shift control for improved performance in Manual Mode. You can now select and hold a specific gear without having the car upshift automatically as you approach redline. When you do order an upchange, the 8-speed transmission takes an imperceptible 0.3 second. Downchanges now use rev blipping to match engine speed to road speed and take just 0.2 second.

The big performance jump in the F Sport comes not so much from the drivetrain, but from its sport tuned air suspension, which is exclusive to the F. This system encourages hard driving by lowering the ride height of the car 10mm, and maintaining a stable platform during sustained cornering maneuvers. The air suspension increases the spring rates of the standard LS at all corners. Front rebound is also stiffened on the F. In addition, the F’s brakes are substantially improved over baseline, with front discs jumping from 13.1 inch diameter to 14.8, and rears from 12.3 to 13.1 inch. Brembo manufactures these brakes to Lexus specification, supplying 6 piston front calipers and 2 piston rears. Brake specific air ducts lead through the front valance to cool the front calipers.
 

 Our brief mountain road test of the F SPORT LS lead us to the inescapable conclusion that this premium sedan will stay with the best 7 Series BMW, S Class Benz or S Line Audi through any switchbacks you care to throw at it. It may have taken a tardy Lexus 23 years to reach this point of driving satisfaction, but now that it’s accomplished the task, all the other booming sedans will be looking in their mirror for the new sheriff in town.

Lexus IS Sedan

Lexus will debut a new IS sports sedan at the Detroit auto show this January, but before that happens, the company let us loose in some prototypes of the upcoming car covered in camouflage. OK, so it's not camo in the Cabela's sense of the word—unless there's some forest of black swirlies somewhere that we don't know about—but the vinyl wrapping was sufficient enough disguise to keep us from seeing the new car's styling. "You'll have to wait until the Detroit show," was a common refrain we heard throughout the half-day drive.

The first wholesale redesign of the IS since 2006, the new car has been redesigned from grille to exhaust tips. From what we could infer through the automotive equivalent of a Groucho Marx glasses-and-moustache disguise, the new IS appears to borrow heavily from both the current IS and the latest GS.

The borrowing continues under the skin, and the IS's new, stiffer platform was among the few things Lexus was ready to talk about. A smaller version of the GS architecture, the IS looks slightly swollen in both overall length and wheelbase, but Lexus, ever the gentlemen, didn't release any exact measurements. The interior feels more spacious than before, especially the rear seat. We’d wager that more space between the wheels is a certainty, and if pressed on its exact growth, we’d say it's riding on a 110-inch wheelbase, up from the current 107.5-inch span.

The new platform also brings with it a new rear suspension. Like the GS, this IS has a compact rear suspension that separates the shock and spring to maximize trunk space. In front, the control-arm suspension appears to carry over with the exception of reworked mounts for the anti-roll bar. Electrically assisted power steering returns, but Lexus has tweaked and strengthened the rack components in hopes of increasing feel.

Sitting in the car, we were immediately struck by the new seating position and deeply bolstered seats. Taking a cue from most sports cars, the seat cushion can be adjusted to sit closer to the floor; a sportier seating position was something IS chief engineer Junichi Furuyama insisted upon. Most of the prototype interior was covered in gaffer's tape, but the shape and materials appear to be closely related to those of the GS. Unlike the GS, but as in the LFA supercar, a central-mounted tachometer swings into position and illuminates once you hit the start button. Toggling the Drive Mode Select knob between the seats from Normal to Sport changes the tach face from black-on-white to white-on-black.

Keeping the tachometer busy will be two engines that carry over from the current IS, albeit with a few changes. The IS350’s 3.5-liter V-6 should have 306 hp, while the IS250’s 2.5-liter V-6 should deliver 204. An eight-speed automatic is standard with both engines, marking the first time the Lexus-developed 'box will be paired to a V-6. The slow-selling manual IS250 is dead; Lexus official told us they believe they sold one last year, and that might have been a dealer mistake. All-wheel drive will be available with both engines. A hybrid version, with a 2.5-liter four-cylinder and electric motor, will be sold outside North America. With the hybrid CT200h and the ES300h already on sale, Lexus doesn’t see the need for a similarly priced IS hybrid in the States.

We drove F Sport versions of the IS350 and IS250. Like the GS350 F Sport, the F Sport IS receives a unique front end, larger wheels than stock, summer tires, and firmer shocks and springs. IS350 F Sport models will offer active steering and electronically adjustable shocks. All IS models will be available with the aforementioned Drive Mode Select knob behind the shifter that allows the driver to tailor powertrain responsiveness to thriftiness (Eco), regular operation (Normal), or friskiness (Sport S). When equipped with active steering and shocks, a Sport S + mode also changes the steering (quicker ratio and heavier effort) and shock (firmer) settings.

Driven back-to-back with the current IS, the 2014 proved to be the more stable of the two. It’s likely that overall grip has increased, but some of the IS’s playfulness and character have been sacrificed to the holy trinity of NVH. It’s a small difference and one that likely can be chalked up to the heavier GS-based architecture—the IS is up to 176 pounds heavier. With only a brief time behind the wheel, however, we’ll withhold further judgments until we drive the production-ready IS lineup in March.

 

Interested parties will have to wait until next summer to drive an IS250 or IS350 away from their local dealer. If you're into delayed gratification, the next IS F—most likely once again featuring a V-8—should arrive in mid to late 2014. A new-gen convertible is not yet confirmed but remains a strong possibility. A coupe version, hopefully previewed by the stunning Lexus LF-CC concept shown at the Paris show, is reportedly still being studied.

Lexus RX 350

There’s nothing like a week of Pacific storms to make you appreciate the virtues of an SUV like the Lexus RX 350. The RX is surely the prescription to counter inclement weather because it’s full time, active torque control all-wheel-drive never loses traction, no matter how tough the going. Part of the credit for this indefatigable adhesion belongs to the water-clearing tread design Dunlop engineers have perfected on the Grandtrek Touring A/S tires (235/55R19) that grace every corner of the Lexus. The Dunlops are mounted on F Sport 7.5” x 19” dark-graphite finished aluminum alloys that contribute not only to the stability of the RX, but complement its looks as well. F Sport tuned suspension lowers the RX’ ride height, and contributes to its flat cornering stance.

This is one SUV that handles more like a sports truck than a semi.
Aside from a slight tendency to pogo over successive bumps, the ride of the RX is impressively comfortable. Wind noise is negligible, rear and side vision is excellent, and the generously sized exterior rear view mirrors do an admirable job of keeping you traffic-informed without resorting to the $500 optional Blind Spot Monitor. In keeping with the high standards of the Lexus marque, the interior of the RX is as welcoming and comforting as a room at the Ritz. If you’re big or tall, you’ll appreciate the fact that the driver’s seat and steering wheel retract to offer additional entry room. If you have no need of this concierge feature, you can easily de-select it from the Customization Menu that covers dozens of similar personal likes and dislikes. A handy mouse on the transmission tunnel suffices for menu navigation. Everything from the auto door lock feature to the duration of courtesy light illumination can be tailored to fit your needs. If you have questions about how to proceed, simply consult the 1,036 (!) page brick of an Owners Manual that occupies more than half of the glovebox.

The RX is a lively performer thanks to its 270hp 2GR-FE V-6, which benefits from variable valve timing and 24 valves to provide more than adequate passing surge. If you plan to tow, your trailer load limit is 2,000 lbs. without benefit of the available Tow Package, or 3,500 lbs. with the option in place. Lexus provides another glovebox stuffing 452 page Navigation Manual if you opt for the $2,775 voice-commanded Navigation System which also provides Lexus Enform (a concierge service) with “Destination Assist, eDestination,” and an “App Suite” that covers everything from stock quotes to eating spots. For me, the best part of the system was the inclusion of a 1-year subscription to Sirius/XM satellite radio, which conveniently provided current weather maps during storm week. One idiosyncrasy of the Lexus system is its inability to provide constant monitoring of musical content. If you want to know what’s currently playing, you must trigger the “Radio” button on the dash, and even then, the display only persists for 20 seconds.

Configuration of the RX facilitates a variety of lifestyle undertakings. With just a couple of latch releases you can transform the comfortable back seat into a storage area that will swallow a mountain bike, or provide housing for a couple of dogs. The rear liftback opens with a light touch and closes automatically with the push of a button. When you drop the rear seats, the resultant space is flat floored and utilitarian. The RX is a multi-purpose SUV that amply fulfills its dual role as a passenger wagon or goods conveyor. Best of all, it does so with customary Lexus craft and panache.

2013 Lexus RX 350
Engine: .5 liter, 24-Valve V-6 with VVT
Horsepower: 270hp
Torque: 248 lb.-ft.
Fuel Consumption: 18 MPG City/26 MPG Highway
Price as Tested: $52,224
Star Rating: 8.5 out of 10 St