IT USED TO be that larger Lexii were the preserve of the silver-haired elite who wanted nothing more than to waft around in wheeled ships drizzled in American chintz. Just thinking about the brand conjured up images of smug-looking Sean Connery-types mouthing ‘Lekshush’ in rich Scottish drawls. After living with the all-new GS for two weeks though, something’s definitely changed. Perhaps it began with the V8-powered IS-F or the spectacular LFA supercar or was it the unveiling of the delectable LF-LC concept or maybe it was when Lexus finally abandoned the cassette deck – who knows? However, if these were small-scale, top-end attempts to turn back the customer clock and lower the age of its admirers, then the new GS is Lexus’ volume-selling time machine.
Fairground attraction
Not that you’d notice it from the outside though as, in that faintly Germanic way, the new GS looks too familiar. As expected, designers have sketched the new corporate spindle grille onto a sharper, more raked-back nose glistening with arrow-head daytime LED running lights, projector headlamps and variable-width chrome trim. Compared to its Euro rivals, the distinctive grille shape is a strong differentiator, provided you disregard fellow Japanese over-achievers Infiniti, which has applied a similar pinched-effect grille to its recent concepts Etherea and Essence as well as the production FX crossover. And is it just me, or does the spindle remind you of those ego-enhancing trick mirrors that make your waist look like it’s in a vice?
Moving quickly past the unremarkable and still slab-sided flanks to the rear where the highlight is the two stylised exhaust exits set into a black diffuser panel. It does have its moments, but on the whole the new GS is an innocuous looking large sedan fashioned from the same lean, toned surfacing so typical of the brand.
Not the interior style we’re accustomed to
So it’s a case of much ado about nothing outside, but as with any time machine the magic only begins once you get in and close the door. If the CT200h hatchback was a step in the right direction, then this is one giant leap for Lexus-kind. Gone is that old feeling of sitting in a slightly grander Toyota Corolla, replaced by a confident new Lexus design identity characterised by slimmer, more horizontal architecture. The plastics on offer pass muster on both look and feel with inlays that mercifully don’t try to mimic wood grain but still provide a glossy effect, all neatly balanced by satin-finished metal accents, many of which are real aluminium.
Although it looks handy the smooth, thick-rimmed, leather-bound steering wheel doesn’t provide enough grip for serious wheelwork, but is equipped with tiny, plastic gearshift switches. Despite a satisfying action, they saw very little use during the two-week test, though that’s more a testament to well-chosen gear ratios and cleverly-mapped gearbox electronics than a total lack of sporting appeal.
Simple, white-on-black tachometer and speedometer dials flank a scrollable information display. It’s all elegant and understated as opposed to the almost grotesquely large 12.3-inch wide-screen display that dominates the centre of the facia. This may become the norm in the near future, but for now having an IMAX screen in your car seems like overkill. And even though this is a much improved second-generation version of Lexus’ Remote Touch interface, I still don’t find the menu structure and haptic controller/mouse device all that intuitive to operate. The new slide-and-click functionality has simplified matters, but the cursor jumps across to selectable buttons skipping greyed-out ones in variable increments. So basically, the same input doesn’t always have the same output, which messes with my brain. As for sat-nav operation, let’s just say it’s certainly not for technophobic older folk. That said, long-term owners will no doubt suss its quirks and learn to appreciate this left-field take on how to operate an infotainment system.
I’m also not a fan of the gimmicky instrument illumination, particularly at night. Get off the throttle in either of the Drive Mode Select dial’s Normal or Eco settings and the display glows bright blue in some kind of quasi-Feng Shui mood control. Naturally, it’s red in Sport. To extinguish the glow, you have to press the throttle. So I did…
Youthful exuberance
… which is a good thing because it’s the key to firing up this Lexus’ theoretical flux capacitors. With dual variable valve timing, port and direct fuel injection, the 3.5-litre 24-valve V6 unleashes 233kW of sonorous power at a willing 6400rpm. I mention the noise, because although naturally aspirated, the engine’s audio track builds with an almost turbine-like supercharger whine, courtesy of the air intake’s sound amplifying resonator. It’s emotive and addictive and the electronic throttle blips that accompany the six-speed auto’s slick and rapid – three-tenths of a second – upshifts and even quicker downshifts keep egging you on. The only slight negative to the snappy ’box is an occasional abrupt, jerky release of the kickdown’s higher gear after an overtaking manoeuvre. But then you can’t argue with the facts: our test runs resulted in a sub-six second 0- 100kph time, making this a powertrain with both bark and bite – a key element in any driver’s car.
A turn for the better
Then there’s the way it goes around corners, which feels much flatter than before without getting in the way of a plush ride. Wider tracks both front and rear plus revised suspension settings play their part here. Flung through a series of bends, the GS keeps its composure without the expected huge lateral shift of mass. It certainly handles well, but you never quite feel as hooked up as you do in some of its rivals. The missing ingredient is in the steering. For the main part it’s quite light, which would be acceptable if it wasn’t also strangely resistant to turn-in: you have to dial-in a few degrees off the straight-ahead to activate the electric assistance. Once you’re in the corner though it’s consistent and accurate. Jump on the brakes and they respond with a healthy bite and progressive feel that rounds off a far sportier if slightly flawed driver’s package than before.
Verdict
Driving the old GS required adopting a slower approach. This was fine as it gave you time to relax, put on your slippers, smoke a mythical pipe and get regular updates on your RA’s actual worth. But as everyone knows, the future’s in the hands of an ever-younger populace. So when it came to discussing the replacement for the old GS, I imagine Lexus’ internal directives were to build-in a little more excitement, crank up perceived quality and imbue a sportier nature without alienating the scores of Americans who’ve bought into the brand. Have the changes hit the mark? As he pulled into the pit lane directly after testing the GS on track, I asked our 27-year-old racing driver Peter if he had aged 20 years? His response? A rather emphatic ‘No!’
So there you have it, a Lexus that doesn’t instantly age you. Does this mean we’d choose it over the rivalling Jaguar XF, BMW 5 Series or Mercedes-Benz E-Class? Considering the high equipment levels and more rewarding drive, it is tempting, but the exterior design does lack presence. We’d suggest petitioning Lexus South Africa to offer the GS450 F-Sport’s visual upgrades for the 350 as well. Then order one in black for the full Lord Vader’s breathing apparatus effect. Or is that idea a little too futuristic for you?
