Participated in a European Test Drive Event!

The new Lexus GS, unveiled globally at Pebble Beach last August and launched in Japan in January, has had a remarkably strong start, with initial orders reaching 10 times the target of 6,000 units for the first month. While various factors can be imagined, the success can be concisely attributed to its innovative styling and a driving experience that overturns previous preconceptions. Some models are still facing delivery backlogs.

The Lexus GS is now set to be introduced in Europe starting this summer, and a press test drive event was held locally to mark the occasion. Although this was primarily an event for European journalists, the author, impressed by the car's driving prowess during several test drives, decided to travel to Europe independently to "experience its performance in Europe" and hastily joined the local test drive event. Here, I report on the impressions gained at that time.



The meeting point and starting location was Munich Airport in Germany. Stepping out of the plane, a variety of new GS models in different specifications and body colors were lined up in the plaza in front of the airport. After completing registration, we received our route books. The course spanned from Munich to Kitzbühel, a mecca for winter sports in the Austrian state of Tyrol, covering approximately 260 km on the first day and 180 km on the second. This was a considerably long route even for an international test drive event. We were told this was due to the development team's earnest request for participants to "thoroughly test and evaluate the vehicles."

To the Autobahn in the GS450h F SPORT

First, I received the key to the "GS450h F SPORT." Opening the driver's side door and sliding into the seat, the acclaimed interior, mirrored left-to-right, met my eyes. What was pleasing was the driving position. Thanks to the meticulous refinement of the seating position and steering wheel angle, I could immediately achieve a comfortable driving posture that felt natural, just as with the right-hand drive version. This alone is sure to resonate well with European users.



As the traffic thinned and we could properly focus on the car, the first strong impression was, surprisingly, the ride comfort. During the test drive in Japan, I had found the suspension to be somewhat stiff. Particularly with the GS450h, which has a heavier rear, I had thought it could be a bit more supple when going over road joints. However, on this day, I was hardly aware of that, finding the ride to be just right.

This might be due to the speed. At the significantly higher cruising speeds of the Autobahn compared to Japanese expressways, everything felt more settled. While this could be seen as a result of the five years and one million miles of global testing, it also highlights the limitations of public road testing opportunities in Japan.

The true forte of the GS450h is its exhilarating acceleration. When the road ahead cleared and I pressed the accelerator, a powerful surge of propulsion, as if being pushed from behind, was delivered. Furthermore, because the GS450h's hybrid system uses a continuously variable transmission unlike stepped gearboxes, the acceleration is seamless and uninterrupted. This creates a sense of exhilaration as the momentum continues endlessly, as if being drawn in.



Frankly, in Japan, such a thrill can only be experienced momentarily or by breaking the law. But this is the Autobahn. Autobahn 95 eventually entered a section with no speed limit, allowing us to unleash its full potential. The acceleration was relentless, reaching the speed limiter of 250 km/h without any loss of momentum, an overwhelming surge that felt like liftoff. This is the true capability and appeal of Lexus hybrid technology, not just its fuel efficiency. Taking advantage of the light traffic, I thoroughly enjoyed it.

A Direct Competitor to German Premium Brands

This unique power performance could be fully enjoyed without hesitation, backed by the chassis's high capabilities. Interestingly, while the stability was satisfactory up to around 100 km/h, it wasn't particularly noteworthy. However, as the speed increased further, it transformed into an ironclad stability that elicited a "Wow!" The chassis performance was impressive.

This is likely due to the aerodynamics. It not only presses the car onto the road but also enhances straight-line stability by creating a clamping effect from both sides. This effect can be clearly felt. The sense of security in this speed range is such that it's no exaggeration to say it would make even the German premium rivals turn pale.

Onto the Winding Roads

After a pleasant drive to Kitzbühel, we exited the Autobahn and entered local roads. From around the town of Bad Tölz, where a coffee stop was arranged, the enjoyable winding roads began. Here, I turned the drive mode select dial two clicks to the right, selecting "SPORT S+" mode. This dynamically adjusted the steering effort, throttle response, suspension damping, and the four-wheel active steering system known as "LDH."

The steering weight and effort felt just right for me personally. The throttle response became even sharper, delivering the precise torque needed, when needed. On the winding roads between Germany and Austria, with their undulating terrain, this characteristic was incredibly reassuring. While paddle shifters were available for manual gear selection, they were unnecessary for acceleration. However, on downhill sections where engine braking was desirable, the paddle shifters proved very useful.



The suspension felt agile. The steering response was particularly lively, making turn-ins into corners a joy. What was novel was the sensation that the entire car was cornering around me, not just the front end reacting. This is undoubtedly the effect of the LDH rear-wheel steering. I was also impressed by the near-perfect integration of the system, with none of the awkwardness often found in conventional four-wheel steering. The car's response to driver inputs was consistently predictable, with no unexpected behavior. It's gratifying that the technology is integrated seamlessly, prioritizing a natural driving feel. The ability to maintain a high pace without anxiety, even in occasional heavy rain, was a testament to this.

The handling was exceptionally agile. The steering response was so lively that turning into corners was a pleasure. What was particularly novel was the sensation that the entire car was cornering around me, not just the front end reacting. This is undoubtedly the effect of the LDH rear-wheel steering.

Furthermore, I was impressed by the near-perfect integration of the system, with none of the awkwardness often found in conventional four-wheel steering. The car's response to driver inputs was consistently predictable, with no unexpected behavior. It's gratifying that the technology is integrated seamlessly, prioritizing a natural driving feel. The ability to maintain a high pace without anxiety, even in occasional heavy rain, was a testament to this.

On the Return Trip, the GS250

Unfortunately, it was raining again the next day, but the downpour had lessened considerably. For the second day's drive, I chose the "GS250." In Europe, the GS is primarily the hybrid GS450h, with the GS250 being introduced in some regions. Therefore, both models were available at this test drive event.

The route was essentially the return journey, leading us directly into mountain roads. Compared to the GS450h F SPORT I drove the previous day, I was surprisingly not aware of any significant difference in handling. While it lacked LDH and had milder tire and suspension settings, its lighter weight made for sharper movements, and the steering felt more direct due to the absence of complex mechanisms. A sense of security was consistently transmitted to my palms, both when driving straight and cornering. This handling was also quite good.

While it lacks the absolute power of the previous day's GS450h, the GS250 is still capable of comfortably cruising at 200 km/h on the Autobahn. It's true that its initial acceleration is lacking. Compared to rivals that have switched to modern turbocharged four-cylinder engines, this impression is undeniable. However, on the other hand, when driving the naturally aspirated six-cylinder engine, pushing it a bit, the thought arises, "This, too, is one of the fundamental joys of driving." While not new, it might offer a richer experience that appeals to the driver.



On the return Autobahn journey, there were construction zones everywhere, forcing us to use what should have been a two-lane road as three lanes with yellow lines. This created the usual nerve-wracking situations on the Autobahn, with long stretches of such conditions. Even in these scenarios, the car's manageable size, excellent visibility, and the taut steering feel around the center made it less challenging. The sense of security when passing through narrow gaps, barely wide enough for one car, between large trucks and the barrier was reassuring. Perhaps the true quality of its driving is most evident not just at high speeds, but in these everyday situations.

Indeed, the most significant improvement I felt was in the driving dynamics. Being able to drive over 200 km/h without anxiety is merely a minimum requirement there. Beyond that, the crucial factors are the sense of security it provides, its unique character, and the joy it brings. The new GS is beginning to possess all of these. In particular, the performance of the GS450h F SPORT above 200 km/h was so impressive that it moved me.



Of course, it's not easy to shine amidst the dominance of Germany's big three premium brands. At the very least, in terms of hardware, it's urgent to adopt features like downsizing engines, ATs with wider gear ratios, and idle-stop systems found in rivals. A compelling AWD model would also be desirable. Beyond that, I hope to see developments that offer something unique, such as a hybrid model with a smaller displacement.

However, I am convinced that the high level of completion of the new GS will undoubtedly serve as a significant catalyst for gradually and positively changing the presence of the GS, and indeed the Lexus brand. Even just for that, traveling to Europe to drive a car I already knew was well worth the trip.

LEXUS GS450h
Body Size | Length 4,850 x Width 1,840 x Height 1,455mm
Wheelbase | 2,850mm
Tread (Front/Rear) | 1,575/1,590mm
Minimum Ground Clearance | 130mm
Minimum Turning Radius | 5.3m (5.1m with LDH)
Vehicle Weight | 1,860kg (1,820kg for I package)
Transmission | Electronically Controlled Continuously Variable Transmission
Engine | 3,456cc V6 DOHC
Bore x Stroke | 94 x 83mm
Compression Ratio | 13.0
Maximum Engine Output | 217kW (295ps) / 6,000rpm
Maximum Engine Torque | 356Nm / 4,500rpm
Fuel Supply System | Direct Port Injection (D-4S)
Maximum Motor Output | 147kW (200ps)
Maximum Motor Torque | 275Nm
Drive Battery | Nickel-Metal Hydride Battery
Drivetrain | Rear-Wheel Drive
Fuel Economy | 18.2km/ℓ (JC08 mode) 20.5km/ℓ (10-15 mode)
Price | ¥7,000,000 (Version L: ¥7,900,000, F SPORT: ¥8,000,000, I package: ¥7,400,000)

LEXUS GS250
Body Size | Length 4,850 x Width 1,840 x Height 1,455mm
Wheelbase | 2,850mm
Tread (Front/Rear) | 1,575/1,590mm
Minimum Ground Clearance | 130mm
Minimum Turning Radius | 5.3m
Vehicle Weight | 1,640kg (1,670kg for F SPORT and version L)
Transmission | 6-Speed Automatic
Engine | 2,499cc V6 DOHC
Bore x Stroke | 83 x 77mm
Compression Ratio | 12.0
Maximum Output | 158kW (215ps) / 6,400rpm
Maximum Torque | 260Nm / 3,800rpm
Fuel Supply System | Direct Injection (D-4)
Drivetrain | Rear-Wheel Drive
Fuel Economy | 10.8km/ℓ (JC08 mode) 11.6km/ℓ (10-15 mode)
Price | ¥5,100,000 (Version L: ¥6,000,000, F SPORT: ¥5,900,000, I package: ¥5,500,000)