For 2013, its pedestrian ways change.
Carmel, Calif. • The Lexus GS has, until now, been more about luxurious transportation than it has about being a serious driver’s car. For 2013, its pedestrian ways change — not only for the GS 350, especially when dressed in the optional F Sport package, but also for the hybrid version. Yes, even as it conserves fuel when driven with a soft boot, the fourth-generation GS can be transformed into a formidable sports saloon at the turn of a knob.
The new look, which now brings the mandatory LED daytime running lights, has been freshened to the point where the GS is, dare I say, attractive. The pronounced face and flowing form certainly earned the Hybrid more than its fair share of admiring glances on the drive through Steinbeck country and along Cannery Row. It’s been a long time since that happened to me in a Lexus.
Beneath the bright work, which can be painted in the horribly named Surprised Outstanding Novel Invented Coating (SONIC, as it is known, is a multi-level paint process that really does add depth to the lustre), is where the real work has been done. To begin with, the hybrid system has been extensively reworked to improve both fuel economy and overall performance.
It all starts with the 286-horsepower 3.5-litre gasoline-powered V6. It now operates on the more efficient Atkinson cycle. As before, there are two electric motors. One motor captures otherwise waste energy through regenerative braking and charges the main 1.4-kilowatt-hour lithium ion battery, while the other contributes 52 hp to the drive. This combination brings a net system output of 338 hp. While Lexus does not give a torque figure, based on the power curves of the engine and motor, the net twisting force available is likely in excess of 350 pound-feet.
The Hybrid’s power is put to the pavement through an electronically controlled continuously variable transmission and the rear wheels. While I am not a fan of CVTs in general, the 450h’s is easier to live with than most. It not only has a manual mode, it also features paddle shifters that are always active. Pull back on a paddle and you can make use of the engine braking that comes with the downshift.
Sadly, it does not work in reverse, meaning it doesn’t do away with the monotonous drone that accompanies wide-open throttle acceleration. That said, in this instance, it’s not such a bad thing as the engine actually sounds fairly racy and not like a sewing machine gone mad.
All of this technology brings enviable performance and economy. On one hand, the GS 450h runs from rest to 100 kilometres an hour in less than six seconds and it eclipses the more important 80-to-120-km/h passing move in 4.3 seconds. Conversely, it consumes 6.5 litres of fuel per 100 km in the city and 6.2 L/100 km on the highway. That, for the record, is a whopping decrease of 2.5 and 1.6 L/100 km, respectively, when compared with the outgoing GS.
The Hybrid also features Lexus’s Adaptive Variable Suspension as standard fare. This system, which works with the double wishbones up front and multiple links at the back end, varies the damping characteristics according to the road conditions. The setup is an integral part of the Drive Mode Select.
Here, a rotary dial situated behind the shift lever gives the driver access to four different modes — Eco, Normal, Sport and Sport+. From a practical perspective, the Eco mode is way too soft — at least for my taste. The Normal mode is well suited to an urban environment. In both modes, the right dash dial shows whether the Hybrid is consuming power or harvesting it through regenerative braking.
The better settings are found in the Sport modes. In Sport, the drivetrain is tweaked to give the GS a greater sense of purpose. It also changes the aforementioned dial into a tachometer. The Sport+ mode goes even further — it not only sharpens the drivetrain, it also firms the damping and imparts a faster, crisper feel to the steering. The net result is a car that handles exceptionally well for what is, ostensively, a hybrid-powered luxury car.
There are two other modes — the EV function forces the GS to work electrically for as long as possible, while the Snow mode softens the throttle in an attempt to prevent unwanted wheelspin.
As for luxury, the Hybrid, which starts at $64,650, arrives with all the usual kit. However, if one wants to enjoy the finer things in life, it mandates ticking the luxury and technology option boxes. The former adds items such as a heated steering wheel, a 17-speaker Mark Levinson sound system, 18-way power front seats, heated rear seats and full leather. The tech package includes a driver monitoring system, blind spot monitoring, adaptive cruise control, night vision, park assist, heads-up display and LED headlamps. Phew. The premium for these niceties pushes the price to $77,100.
The Hybrid’s only real compromise is found in the trunk. As the seatback is fixed (the main battery sits between the seat and trunk), the cargo capacity is capped at 16.4 cubic feet, which is 2.3 cu. ft. less than that of its gas-powered sibling.
The Lexus GS 450h really does represent the best of divergent worlds. It is a frugal operator that has a Mr. Jekyll side to it when an open race track beckons. Sure, the lapping session at Laguna Seca put a massive crimp in the Hybrid’s economy, but what a hoot. Even charging through the famed Corkscrew, the GS 450h hung in there as well as its gasoline-powered sibling. That is something one can rarely say of a hybrid.
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