At a recent unveiling of another trailblazing luxury sports sedan from a renowned German brand, the polite murmurs were about how the Germans were now paying Lexus the ultimate compliment by following its lead. 
For those looking for instant rule-of-thumb or pop-quiz answers, the Lexus GS460 offers close to the space and comfort of the more regal LS, has a bit more performance, and thus sits below the ultimate LS460 series. The GS, being the sportier rear-wheel drive member of the bigger Lexi, actually traces the sleek fastback limousine look that evolved from the late ’98-’04 C5 body Audi A6, Mercedes CLS and BMW’s GT concept Progressive Activity Sedan.
Though the Europeans may squirm, the GS is a sober sports limousine in the shadow of a Jaguar XF, Maserati Quattroporte, or even the supersedan Porsche Panamera or Aston Martin Rapide. As for motorsport motivation, the GS won a couple of Road Atlanta races before the smaller and lighter Lexus IS took over the circuit role. No surprises as 240 km/h all day on the autobahn and Nurburgring testing is part of its long list of model development benchmarks.
Accept it or not, the GS460 comes with 322 hp, a power output found only in the upper end of pricey European nobles. The GS has come a long way from the first generation which was based on a modified rear wheel drive Toyota Crown platform. The 2nd gen, dubbed the Toyota Aristo, was a hidden jewel only available in Japan, combining Supra hyper performance with clothes designed by ItalDesign’s Guigiaro.
The current model is 100% Lexus, incorporating its new L-finesse design philosophy of elegance, simplicity and servile anticipation. The eight-speed transmission proves the GS’ sporty role as it can do a sequential gear by gear downshift like the way an experienced racer heels and toes. As for social responsibility, cruising on the NLEx under the vigilant aim of LIDAR produces 11.90 km/liter, thanks to low revs in 8th gear. The same 8th gear keeps the rpms at just 4,100 at 260 km/h.
Unfairly criticized by the motoring press for anesthetized steering feel, the Lexus isn’t any more insulated or remote than the standard Mercedes or Jaguar. Perhaps Lexus pandering to Asian dislike for both high and low frequency harmonic disturbances has crossed uncharted territory to European sensitivities. The ride and handling is Mercedes or Jaguar supple.
As in every Lexus interior, there is an inherent and incisive simplicity in the way a surface or switch should be touch-, spring- or turn/twist-responsive. Set and forget controls like mirror angle, seat heating and instrument lighting are discreetly concealed. It’s an atmosphere of good manners and good taste. Safety, 14-speaker entertainment by Mark Levinson, driving dynamics and ride are electronically monitored and attended to in the most subtle fashion. A rear-view camera covers backward progress. Driving a GS is the diametric opposite of driving, say, a Porsche GT-3 or any Ferrari.
Stimulus is not up front for there to feel, smell and be assaulted, demanding a challenging response.
Which is why any Lexus is very difficult to appreciate for the callous.
True, this is an unfair comparison between uncompromising sports cars that revel in extreme situations, something an agreeable GS shouldn’t be engaging in, even if it can. But just as an experienced gentleman racer can extract maximum potential from a Porsche and Ferrari, that same gentleman racer can get nearly as much a performance fix in a Lexus at far lower decibel and adrenalin levels.
Which validly defines another class of performance car -- the GT or Gran Turismo class, until now the exclusive preserve of Europeans.
Just as the original 1989 Lexus LS cried out for superlatives that were once the exclusive domain of European heritage marques, the GS carries on. Take its slightly over five second 0-100 acceleration time; through the generations, the GS would always lay claim to the fastest-accelerating volume production car. And when the competing marques caught on the GS would move the goal posts. A wickedly quicker F-series GS lies in wait while a V-10 version is in the works.
The GS also has a hybrid performance booster version sold in some countries.
Yes the GS is not made in Europe, but like all Lexi it is extensively tested there, along with all the other car-cruel places on the planed.
Granted that the Europeans have had a long monopoly of making the best sports sedans and GTs, it’s high time they accord the Lexus GS their grudging welcome.
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