Hypes: Sparkling Performer, Luxurious Accommodations
Gripes: Lose the Mouse GUI

If you’re in the market for a proven high quality 5 passenger sedan at an affordable base price of $38,900, take a close look at the 2018 Lexus ES 350. Because the 2018 version is the last ES before Lexus introduces its TGNA platform-based ES for 2019, you may be able to do some dealer dickering on the outgoing model. While it’s hard to predict what you’ll miss if you don’t wait for the new architecture to materialize, I can certify that there’s absolutely nothing wrong with the current well tested version I enjoyed for a week.

My loaded test exemplar padded the modest base price with $10,282 worth of accessory packs which helped convert a prosaic car into a sumptuous chariot. The most expensive add-on, entitled “Ultra Luxury Package,” cost $3,500 and consisted of semi-aniline leather seats, wood interior trim, power tilt and telescoping wheel, memory system for both front seats, powered sunshade for the rear window, manual shades for the rear side windows, and ambient interior lighting.

But the most beneficial contribution of this accessory group is the two part “Panoramic Glass Roof and Power Moon Roof.” This ingenious device exposes the otherwise somber interior of the ES 350 like a can opener. You get two separate glass roofs here, with the motorized front section sliding open but the rear section remaining fixed. If you shut the interior shades, and raise all 3 sunscreens, the ES cabin becomes dark as a hearse. However, if you drop the shades and slide the panorama roof shades open, you feel like you’re driving a convertible minus the wind hassle.

No matter how you option your ES 350, the base price includes a powerful and highly refined 3.5 liter V6 engine coupled to a 6-speed automatic gearbox featuring a manual shift selection gate but no paddles. Lexus is proud enough of their 268hp engine to call out its “2GR-FE” number on the plastic shroud which keeps the motor clean. I have not seen this sort of ID used by Toyota/Lexus on other products. They have every right to celebrate the performance of this V6, which scoots the front wheel drive, 3,575 pound sedan at a clip that will never leave you short of passing power. The 2GR-FE manages 30MPG on the freeway, and 24MPG in overall driving, and does so without a trace of torque steer. Its snap acceleration is due in large measure to a wide torque band which generates 248lb.-ft. from the instant you open the throttle.

While the sizeable 193 inch long Lexus hardly qualifies dimensionally as a true sports sedan, its backroad instincts are surprisingly good. Contributing to the adroitness of the ES are the following solid building blocks: 4 wheel independent suspension with gas pressurized shock absorbers plus appropriately stiff front and rear anti-sway bars. Standard ES wheel allocation consists of 17″ x 7J alloy rims with 215/55R17 radials at each corner. But our test car was equipped with $880 optional “18 inch wheels with high gloss finish.” These 18″ x 7.5J rims extend wheel width a useful half inch over stock, and increase diameter by a full inch. The optional rims plant low profile 225/45R18 Michelin Primacy MXM4 tires all around. These enhance cornering ability compared to the standard issue 215/55 rubber. Best of all, this upgrade does not affect ride comfort. It’s well worth the extra $880, and turns the ES into a near sports sedan.

I was intrigued on a 70 mile freeway run to discover just how well the steering wheel controls manipulate both cruise speed and entertainment choice. Unlike the confusing cruise control designs of many other manufacturers, the Lexus unit is located on a separate stalk of its own. To activate it, just press the button on the end of the stalk, and bump the stick up for more speed and down for less. A thumb button on the right steering wheel spoke controls following distance. When you select one car length distance, this Lexus actually follows your command, never lagging 3 lengths or more behind like so many other cruise control laggards that interpret 1 as 3.

Lexus equips the center console with an overly sensitive mouse-like unit that is best operated by the passenger, not the driver. However once you have entered preset favorites from SiriusXM radio you can easily control station choice via a scroll switch on the steering wheel’s left spoke. Same goes for volume. The ES 350 is a most reassuring Lexus, one that knows how to take care of its driver on long jaunts.

2018 Lexus ES 350 4-DR Sedan

• Engine: 3.5 liter V6, DOHC with Variable Valve Timing (VVT-i)
• Horsepower: 268hp
• Torque: 248lb.-ft.
• Fuel Consumption: 21MPG City/30MPG Highway
• Price as Tested: $50,177
• Star Rating: 8.5 out of 10 Stars

Hypes: Consummate Off Roader with Great On Road Manners
Gripes: Desirable Packages Boost Base Price of $63,230 to $75,072

Back in 1987, I landed the opportunity to road test Toyota’s first generation 4Runner. This flash of marketing brilliance married a pick-up truck chassis with a camper shell which enclosed the bed. The truck/RV combo was arranged to allow inside mobility from stem to stern. That first 4Runner literally served as the forerunner of today’s SUV tidal wave. On top of its practical interior, the first 4Runner boasted 4 wheel drive designed specifically for serious off road use. To top it all off, it exhibited revolutionary styling that was both butch and bold. So how does this long gone scenario relate to the Lexus GX460? Simple, really, because the Lexus under review here is the direct descendant of that first 4Runner, updated continuously over 30 years by dozens of redesign generations.

When Toyota introduced that first 4Runner, the company’s Lexus division was still under construction. But over the intervening years, Lexus appropriated the 4Runner blueprint for their own up-market version of the cheaper but still-available Toyota. The latest iteration of the Lexus side of this distinguished bloodline is the 2018 GX460, which derives its designation from the 4.6 liter V8 engine which produces 301hp and 329lb.-ft. of torque. Yes, you can still buy a 4Runner from Toyota, but you will have to settle for a 270hp V6 power if you do. Given that the weight of this truck is 4,665lbs. in 4 Runner form and 5,170lbs. in GX 460 trim, I would definitely opt for the 1UR-FE V8 installed in the Lexus. In either case, you will be buying a dedicated off road vehicle: both the 4Runner and the GX share old-school body-on-frame architecture designed to take you far, far into the outback.

The list of mechanical attributes on this Lexus will make you want to head for Moab, Utah at the first opportunity. You can depend on Full Time 4WD (not AWD) meted out by a Torsen Limited Slip differential to get you into and out of tight spots on any trail. Adaptive Variable Suspension (AVS) clears the way over daunting obstacles, and standard Rear Air Suspension mitigates the discomfort factor from off (and on) road pothole encounters. In fact, the LX460 provides such a silky ride on pavement that its off-road pedigree demands no sacrifice in daily driving. Part of the subterfuge is due to an excellent choice of mud & snow tire: Bridgestone Dueler H/T rubber (265/65R18). The 65 series sidewall of these Bridgestones is tall enough to cushion all the impacts a shorter sidewall tire meets out on a regular basis. On our test GX, the Bridgestones were handsomely displayed on “split six-spoke alloy wheels with Gunmetal Metallic finish” an upgrade that will added $1,4999 to the bottom line. But these 18×7.5J rims were beautifully detailed, right down to their “F Sport” center cap logos.

Our test GX also included $1,970 worth of dual screen rear entertainment, and $4,340 for a “Driver Support Package” that boosted the standard audio system to surround sound Mark Levinson specifications. The “Support” also implemented a bevy of safety upgrades: pre-collision system with driver attention monitor, dynamic radar cruise control, wide view front and side monitor, and lane departure alert. Of course all these advances were unheard of when the primordial 4Runner was born more than 30 years ago. An additional outlay of $1,950 fitted the test GX with a “Sport Design Package” that provides tilt and slide second row captain’s chairs, plus the following exterior styling filips: front and rear bumper spoilers, chrome exhaust tip, chrome detail side mirrors, and deep red tail lights. Decorated thusly, the LX460 makes for an imposing looking beast.

However, the ferocity of the exterior styling diminishes when you step into the utterly restful and cosseting interior. Once you’re inside, this off-road tiger takes on the demeanor of a plush pussy. The 10-way adjustable, semi-aniline, leather trimmed front seats are glove soft, heated and ventilated. Second row chairs are heated as well. There’s even a third row pair of occasional seats that fold flat when unneeded, but pop up via power switches when erected for a passenger load of 6. With some judicious flopping here and sliding there, I was able to reconfigure the back of the cabin into a 36.5 cubic foot warehouse big enough to accommodate an unfolded bicycle. Fitted with a $654 tow hitch with ball mount, this Lexus will pull a 6,500lb. trailer. It’s also equipped with Trailer Sway Control, which applies brake pressure and reduces engine torque when trailer sway is detected. On all fronts, the latest Lexus GX640, like its proud line of forebears, is nothing if not ultimately practical.

2018 Lexus GX460 Luxury

• Engine: 4.6 liter V8, 32 valves, DOHC, Variable Valve Timing(VVT-i)
• Horsepower: 301hp
• Torque: 329lb.-ft.
• Fuel Consumption: 15MPG City/18MPG Highway
• Price as Tested: $75,072
• Star Rating: 9.5 out of 10 Stars

Hypes: Screamer Motor, Lush Interior
Gripes: Polarizing Looks, Poor Rear Vision

At $2,865, the “Premium F Sport Package” for the NX 300 is expensive. In fact it adds nearly 7 percent to the vehicle’s base price of $39,775. But don’t hesitate to add F Sport to your NX 300 because the long list of improvements it includes more than compensates for the price of the upgrade. The most obvious upgrade you will notice every time you climb aboard are the incredibly supportive “F Sport NuLuxe Seats.” The support these front buckets provide in the lower back area is worth the package price alone. Also high on the list of F Sport additions is “Sport-Tuned Suspension.” Stiffer springs and beefier anti-roll bars work in consort with F-Sport specific, double-five spoke alloy wheels (7.5″x18″) to provide responsive handling. Michelin rubber (225/60R18) favors comfort and all-weather traction over ultimate dry weather grip. But in the prolonged wet of my week in the NX, these Primacy MXM4 tires proved ideal.

F Sport goodies embellish the interior, with a heated, fat-rimmed, perforated leather steering wheel paired with a matching console-mounted shift knob. Unlike the heated seats, which remain activated every time you restart the NX, the steering wheel heater must be re-selected at every restart. The grippy little shift knob activates a 6-speed automatic transmission. The F Sport Package adds useful shift paddles at the steering wheel. A final reason for selecting F Sport reveals itself at night, when you enjoy the extra vision afforded by fog and driving lamps which swivel with each turn of the steering wheel.

In addition to F Sport, our test NX 300 had its bottom line boosted in part from forty to fifty thousand dollars by a $1,515 “LED Headlamps with Auto High Beam & Lane Departure Mirror, and Lexus Homelink Garage Door Opener.” Another $1,800 went for a “Navigation Package and 10-Speaker Lexus Premium Sound System.” As far as LED headlamps and auto high beams are concerned, the swiveling F Sport lights would seem to render the LED option unnecessary. And since I still enjoy using paper maps, I could probably live without the pricey Navigation Package. But bear in mind that you’ll just have to suffer along with the NX’ standard 8-speaker “Lexus Display Audio System.” So there – we’ve saved you $3,300 and you haven’t even left home for the Lexus dealer yet.

The reason you would be on your way to the dealership is that this NX is a great performing compact sport utility vehicle. Perhaps what’s most surprising about its performance is the strength of that fuel conserving, turbocharged four under the hood. When you need power right now, the little screamer of a motor is there to assist you instantaneously. You don’t even have to flip the shift paddles or bump the floor stick to achieve now response. Just mat the aluminum throttle pedal and the NX jumps into thrust mode without hesitation. Despite the fact that this SUV weighs two tons, the 235hp engine is always up to the demands of your throttle foot. That this diminutive 2.0 liter engine registers 24MPG in overall driving is a plus you don’t expect from such a willing puller. The 258lb.-ft. of torque is an added bonus for those wishing to pull a light (2,000lb.) trailer with the NX. Just remember to keep the 15.9 gallon tank filled with premium fuel, which Lexus recommends for optimal performance.

The stubby exterior design of the NX can pose a make/break stumbling block for potential buyers. Aside from its familiar trademark Lexus spindle grill, the blistered sheet metal of the NX evokes Star Wars more than Michelangelo. The optional ($595) Ultrasonic Blue Mica finish of our test NX just added to the Tinsel Town glamour of its muscular silhouette. But once you are ensconced in the lovely, beautifully detailed, comfortable interior, you’ll find any consternation about external appearance evaporate. You’ll appreciate the understated precision of the contrast-stitched seats and dash, the muted elegance of the F-Sport aluminum trim inserts on doors and dash, and the overall fineness of detail work that exemplifies Lexus.

Ensconced in such luxury, you are free to revel in the fine performance of the F Sport- enhanced NX 300 without a worry about what others may think of its polarizing appearance. Because there’s every reason to admire its bulldog-like tenacity as a prime driver’s vehicle.

2018 Lexus NX 300 F Sport

• Engine: 2.0 liter inline 4, turbocharged, 16 valves, DOHC, Dual VVT-i
• Horsepower: 235hp
• Torque: 258lb.-ft.
• Fuel Consumption: 22MPG City/27MPG Highway
• Price as Tested: $50,325
• Star Rating: 8.5 out of 10 Stars

Hypes: Perfect Driving Dynamics, Hugely Entertaining Engine and Gearbox
Gripes: Front Doors Hard to Reach When Wide Open

For the knowledgeable, the signs are everywhere apparent that the GS F is a factory hot rod. The first thing car enthusiasts check out is not the size of the 12.3″ display on the dash screen. Rather, they’re much more interested in the contact patch the tires purchase on the road surface. In this department, the GS F is in a league of its own, with ultra-sticky (TW 300, Traction AA) Michelin Pilot Super Sports at all corners – 255/35ZR19 up front, 275/35ZR19 out back. Nor has Lexus stinted on wheel size. Most manufacturers are loathe to disclose rim width in the literature they provide on the window sticker or in the glovebox. Not Lexus. The F model carries whopping 9Jx19″ forged alloy wheels up front and even wider 10Jx19″ rear rims. And be sure to take note of the Michelins’ ZR speed rating designation. which means these tires are good for sustained speeds of more than 137mph.

Without question, the GS F is quick enough to justify its stellar rubber. Though the F’s wingless external appearance looks rather subdued, there’s no mistaking the car’s performance mandate when you depress the starter button and fire off its 5.0 liter V8. This earth mover immediately settles into an intoxicatingly lumpy idle. Like wine mavens sniffing the nose of a cabernet, driving enthusiasts discerningly assess the exhaust note of a highly tuned V8. This Lexus, with double overhead cams, 32 valves, direct and port injection, and variable exhaust and intake valve timing, instantly passes muster. Its throaty burble at idle transitions to a relentless yowl at redline. Few cars can match the F in the quarter mile sprint. If you flatten the aluminum treaded “F” Sport gas pedal, you better be prepared for instant and unrelenting acceleration. Braking is equally well handled, with monster orange 6-piston calipers up front aided by two piston rears. Lexus supplies special high friction pucks for these ventilated beauties.

Cooperating ideally with the engine’s rocket launch mission statement is an 8-speed “Sport Direct-Shift Transmission” with steering-wheel mounted “F” Spec paddle shifters. Because the paddles are alloy, they feel refreshingly cool to the touch. They’re also large enough to locate without sending out a search party in a turn. The F’s sophisticated suspension depends on double wishbones up front and multi-link geometry in back, with Sachs shocks to oversee ride quality. Lexus offers a Driving Mode selector switch on the console which tailors the behavior of the F to your needs. Four positions are available: Eco, Normal, Sport and Sport+ with a fifth provision for customization. You need to play with this unit for a bit before its attributes become clear. The sluggish Eco setting is perfect for maximizing gas saving (24MPG) on the freeway, but not at all what you’d want on a back road. Normal works well as a compromise between zip and comfort. Sport and Sport+ were my personal favorites, as they stiffen the F’s ride and responsiveness. The price you pay is higher fuel consumption and increased engine noise from higher rpm operation of the V8.
The luminescent tachometer face, which is twice the size of the speedometer, changes design and color as you change your Drive Mode selection. The tach lacks a conventional pointer, instead using illuminated segments to mark its progress to redline. The redline increases as the engine reaches full operating temperature.

Although outward appearance can pass for conservative, the GS F sports enough carbon fiber to pass for a race car. On the outside, the front splitter and rear spoiler are clear coated carbon pieces. Inside the lush cabin, carbon decorates the center console, dash face and door panels. Lexus has taken pains to equip the dash top surface, center arm rest and door panels with suede-like black Alcantara stitched with blue thread to match our test car’s stunning Ultrasonic Blue Mica exterior. Even better than the subtle thread counterpoint is the choice of smooth leather for the “F” Spec Sport Seats, which look like they had been pilfered from one of the Lexus team cars that recently raced at the Rolex 24 at Daytona. These seats are immensely supportive and comfortable, with stylized fountain-like ribbing and embossed “F” signatures on the headrests. The back seats are remarkably comfortable as well.

So what’s the downside to the F? Mileage is the bugaboo if you exercise a heavy throttle foot. The gas tank holds only 17.5 gallons, and since we averaged about 17MPG (EPA says 19MPG overall), that yields a modest range of under 300 miles. So plan on making lots of trips to the pump island with this beast. But every $55 fill-up will be worth that cost and then some for the sheer driving pleasure you will derive from this phenomenal GS-F.

2018 Lexus GS F 4-DR Sedan

• Engine: 5.0 liter V8, DOHC, 32 Valve, Direct and Port Injection, VVT-i Intake and Exhaust
• Horsepower: 467hp
• Torque: 389lb.-ft.
• Fuel Consumption: 16MPG City/24MPG Highway
• Price as Tested: $89,120
• Star Rating: 10 out of 10 Stars

Hypes: Structural Integrity, High Polish, Superb Performer
Gripes: Perplexing GUI

When Lexus first took the plunge into the performance world nearly a decade ago, the company’s tentative efforts to develop the F Sport line represented toe dabbling rather than a high board dive. Those first F Sports were underwhelming because they consisted of little more than exterior badges signifying minor suspension tweaks. Since those days, the seemingly insatiable market for high performance has prompted Mercedes to buy their AMG subsidiary, and BMW to offer M versions of virtually everything they sell. Audi’s S Line, and Cadillac’s CTS-V have enthusiastically followed suit. So it comes as no surprise that Lexus has really dug deep to resurrect their F Sport line with the new LS 500. We managed to catch a test drive in an early release of this bruiser of a sedan, and it’s a heavyweight knockout.

Enthusiast drivers will rejoice in the all new LS 500 F Sport, which is the first example built on the company’s new premium rear-wheel-drive (GA-L) platform. It represents a significant departure from this conservative company’s previous reticence to build a sports sedan capable of beating a Bimmer or crushing a Cadillac. This one will do both and then some. Under the hood lies – not the expected V8 – but rather, a twin turbocharged V6 displacing just 3.5 liters, but making 416hp and 442lb.-ft. of torque. For those of you keeping track of how that stacks up against the previous generation of V8-powered LS sedans, the new turbo V6 beats the old 4.6 liter V8 by 30hp and 75lb.-ft. of torque. While mileage figures have yet to be announced, the V6 is likely to trounce the V8 in fuel efficiency as well. It even sounds great, with a staccato beat that resonates as the engine revolutions soar to redline.

And speaking of redline, Lexus now offers you three ways to view your tachometer, according to which driving mode program you’ve selected. The LS 500 F Sport now offers the same mode control knob found on the sportiest Lexus of all, the LC 500 and LC 500h. That knurled selector gives you a black face tach with red numbers in normal mode, changes to a white and red faced tach in sport mode, and morphs into a full red faced instrument in sport+ mode. This is the coolest conveyance of driving information since Pontiac put the tick-tock tach on the hood of the Firebird. And when you floor the throttle in sport+, the whole tach face turns bright orange as you near redline.

Of course, changing the drive mode to sport+ also stiffens the steering response, and fine tunes the air shocks to their stiffest setting. In conjunction with very adhesive Bridgestone T005 Run Flat tires (245/45RF20 front, 275/40RF20 rear), these shocks button down the ride motions of the big Lexus so you can cut an accurate apex with the best from BMW, Audi or Mercedes. This luxury car maker has finally built an all new GA-L chassis capable of coping with any back road challenge. The ultimate accessory for your F Sport will be the $9,700 “Performance Package” which adds dynamic rear wheel steering, variable gear ratio steering, and active stabilizer bars to the mix. These items are only available on the rear wheel drive version of the F Sport, which also is sold in AWD configuration. Base price for the F Sport RWD is $81,000, with the AWD coming in at $84,220.

For those of you less concerned with the LS 500′s cutting edge handling, and more concerned with its value as a luxury travel module, I’m happy to report that the revamped product looks better from the outside than ever, and offers more sumptuous luxury inside than any previous Lexus. Inside the new LS, Lexus reverted to their Japanese cultural roots to achieve what they call “a completely re-imagined standard of flagship luxury.” The principle of welcoming and enveloping passengers with luxury is called “omotenashi,” and the LS offers it in spades, with ambient lighting touches galore, and a dash that explodes with a festival of illumination worthy of the Ginza every time you push the start button. One particularly restful, illuminated graphic remains lit over the glove box lid all the time. Light/dark wood patterns promote visual interest without looking busy or distracting. However, there is one element that cries out for renovation – the graphic interface touchpad that demands way too much attention from the driver. Barring that problem, which is endemic on all new Lexus products, the LS 500 F Sport is a truly remarkable accomplishment.

2018 Lexus LS 500 F

• Engine: 3.5 liter V6 twin turbocharged
• Horsepower: 416hp
• Torque: 442lb.-ft.
• Fuel Consumption: N/A
• Price as Tested: $91,695 (Estimated)
• Star Rating: 10 out of 10 Stars

Hypes: Sensational Sheet Metal, Planted Handling, Fighter Jet Cockpit
Gripes: Distracting Graphic User Interface Pad, Excessive VDIM Oversight

Wanna be a Rockstar? Buy a 2018 LC 500 right now. Make sure it’s painted “Infrared,” then show up at Cars & Coffee. Our local show is getting started so early that there were zero parking slots available in the main lot by 8am. We know because we cruised each row slowly, looking for an opening. We might as well have been trolling for car freaks. The instant we located a parking spot, a crazed delegation circled the coupe, wondering what this full size Hot Wheels was all about. The tagline on the coupe’s $102,890 window sticker reads “Experience Amazing.” From the gaping looks all around, I would have to say the Lexus motto captured that moment perfectly.

It’s been years since any new test car generated such unadulterated enthusiasm from onlookers. And it happened time after time. We repeatedly popped the aluminum hood to afford the curious a view of the V8 gem that produces 471hp and 398lb.-ft. of torque. This 32 valve engine, which benefits from variable valve timing for both intake and exhaust, is beautifully presented, with just enough shrouding to keep the engine clean, but still allow a view of the mechanicals. The tubular shock tower reinforcements, painted to match the body color, look especially impressive. The V8 connects to a 10-speed “Sport Direct Shift” automatic gearbox equipped with the biggest magnesium paddles you’ll find in any cockpit today. Once underway, gear selection is conducted solely through use of those paddles. The stubby console-mounted stick only determines 4 basic choices: Park, Reverse, Neutral and Drive. The paddles control the rest.

Our test coupe was fitted with the $2,960 optional “Sport Package with Carbon Roof.” In addition to the dazzling woven fiber roof panel, this package adds “8-way power front sport seats with Alcantara inserts.” Climbing into these Hawaiian sling style bucket seats is a bit of a chore. Climbing out is even more taxing. But once ensconced in the pocket of Lexus’ leather trimmed catcher’s mitt, you quickly realize this heated and ventilated chair is the most supportive, comfortable sport seat yet devised. I also bravely ventured into the abbreviated back seat for a quick sit. Both front chairs automatically slide forward to allow access to the back, so ingress is less of a problem than egress. At 5’8,” my head was butting the sloped rear window, so consider this area to be off bounds to adults, but perfect for a pair of children.

The standard wheel and tire fitment for the coupe is a 20 inch diameter, 10-spoke cast alloy rim fitted with 245/45R20 front and 275/40R20 rear tires. Our test Lexus, however, was fitted with optional 21 inch forged alloy rims fitted with run-flat Bridgestone S1000L tires (245/40RF21 front; 275/35RF21 rear). These forged rims are quite a bit flashier than the satin spoked cast alloys, but they do offer lots of eye candy in each wheel well. Beyond looks, the Bridgestones provide excellent all weather adhesion, with particularly fine dry handling thanks to a sticky treadwear rating of TW 230. With the simple twist of a knurled knob atop the instrument binnacle, you can convert the coupe’s road behavior from its normal driving mode to one of 3 other choices: comfort, sport and sport+. In addition to engine and transmission behavior, the chosen driving mode also controls the “Adaptive Variable Suspension.” In practice, it’s fun to toggle between the settings depending on road condition and location. The normal setting proved well suited to freeway travel, but if you plan on attacking curvy back roads, the sport and sport+ settings allow you to concentrate on driving your preferred line while the transmission automatically takes care of downshifts to keep the V8 in the prime of its power band. Note, however, that the Lexus VDIM, or Vehicle Dynamic Integrated Management, which oversees all aspects of the coupe’s performance, is programmed to cut engine power whenever it senses an incipient slide, no matter which driving mode you have selected. The premature intercession will come as an unwelcome shock to advanced drivers with quick reflexes.

Cutting edge performance shortcomings aside, the LC 500 is stellar on so many levels that it defies comparison with anything else in the coupe marketplace. It not only looks stunning, but sounds ethereal as it constantly beckons you to drive hard and fast. But with its stout V8 and legendary Lexus build quality, there’s no need to question its practicality nor its usefulness as a daily driver. This coupe looks so wildly exotic it will gather a crowd every time you park. But unlike other exotics, this Lexus will never spend significant down time parked for repairs at the dealer.

2018 Lexus LC 500 Coupe

• Engine: 5.0 Liter V8, DOHC, 32 valves, Dual VVT-i
• Horsepower: 471hp
• Torque: 398lb.-ft.
• Fuel Consumption: 16MPG City/26MPG Highway
• Price as Tested: $102,890
• Star Rating: 10 out of 10 Stars

Hypes: Land Cruiser Genes, Lexus Panache
Gripes: Poor Brake Feel

The incredibly detailed window sticker for this newest 2018 version of the Lexus LX570 details no less than 37 selling points designed to entice you into purchasing this ultra-posh, all-terrain marvel. But one item that isn’t listed among the “Standard Features” is the delightful surprise I stumbled on by accident while exploring hidden compartments of this ingeniously constructed SUV. That would be the lovely toolkit located inside the lower tailgate panel. You’ll only notice it if you flop the bottom tailgate flat, then open the oblong compartment door at the panel’s back edge. Inside, you’ll discover a neatly contoured plastic suitcase containing virtually every tool you might need in an emergency. Years ago, most luxury vehicle makers provided tools that offered you a sporting chance to rectify minor problems on your own. Not any more, however. So extra points to Lexus for making the effort to continue this noble tradition of self-help.

Ironically, that toolkit is part of a vehicle with just about zero chance of needing repair. Lexus has long been a leader in JD Power’s Initial Quality Survey (IQS), and continues to post such a blemish-free record that Lexus products enjoy virtual immunity from failure. That’s a hard edge to maintain for years on end, but the Lexus LX570 achieves perfection in part because it is based on its bullet-proof brother, the Toyota Land Cruiser. The Land Cruiser has built up its own winning track record for stellar off-road performance. The more luxurious LX570 merely embellishes that reputation. Sure, you can save some serious cash by opting for the considerably cheaper Land Cruiser. But the prosaically equipped Toyota doesn’t come close to approximating the splendor of the Lexus. Our test LX570 carried a base price of $89,980. It also included a premium of $8,140 worth of options, bringing the all-inclusive bottom line to $99,315. After a week in the commander’s chair of this sumptuous land yacht, we can report that the loaded LX is definitely worth a hundred grand and then some.

What you do see in the LX is yards of semi-aniline leather trimmed with contrasting stitching. That nicety will set you back $1,190 “Luxury Package”). It also provides second row passengers with heated and ventilated seats to match the pair up front. But it’s what you don’t see in the LX570 that distinguishes it from virtually every other SUV on the road. The invisible matrix here consists of an exceptionally stout drive train powering one of the most sophisticated suspension systems ever invented. Under the elongated hood of the LX lies a 5.7liter V8 tweaked with 32 valves, all of which enjoy variable valve timing to provide 383hp and 403lb.-ft. of torque. 8-speeds of sequential shift automatic transmission harness the V8’s output quite effectively. But the true genius of this LX lies in its full-time 4-wheel drive which distributes power through a TORSEN (torque-sensing) limited slip differential to all 4 corners. It does so with such equanimity that you never break traction. Helping in that regard are the bargain ($745) optional 21 inch, 10-spoke alloy rims equipped with Dunlop PT3A Grandtrek tires (275/50R21). Note, however, that if you stick with the standard issue 20 inch, 5-spoke alloys, Lexus equips them with tires (285/50R20) that are 10 mm wider in section width then the optional 21s on our test vehicle.

The suspension system of the LX is sophisticated enough to grapple with any terrain short of a sheer rock peak. Unlike the spring and shock supported Land Cruiser, the LX570 utilizes fully adjustable air suspension to cope with terrain differences. You can manually adjust the ride height from the cockpit, dropping it or raising it as much as 2 inches in either direction thanks to the Active Height Control (X-AHC) system that is standard, along with Adaptable Variable Suspension (AVS). Other useful standard features augmenting your sense of control over the LX570 are Crawl Control with Turn Assist for inching through the outback, Multi-Terrain Select for optimizing handling over various surfaces, and finally, Trailer Sway Control for taming trailer dance. The LX includes a 6,000lb. tow hitch with ball mount which is stashed behind a removeable lower fascia panel that keeps the SUV looking sleek when you’re not actually towing anything.

It’s hard not to overstate the general feeling of gracious living produced by the LX570. You quickly grow to appreciate the powerful surge of its hungry (15MPG Overall) V8. But if you can afford the sizeable gas bill ($7,250 more in fuel costs over 5 years compared to the average new vehicle), then you’ll relish the V8’s reassuring surge to merge with traffic. Likewise, you’ll hardly notice the smooth shifts of the 8-speed as it works through the gears. What you will notice, however, are the unimpeded sightlines from the cab in all directions, as this 3-ton SUV makes waves through congested traffic. If you relish fine tailoring accompanied by high performance in any weather over any road surface, then the Lexus LX570 could prove to be the ultimate bargain, even at a hundred thousand dollars.

2018 Lexus LX570

• Engine: 5.7liter V8, 32 valves, DOHC, Dual VVT-i
• Horsepower: 383hp
• Torque: 403lb.-ft.
• Fuel Consumption: 13MPG City/18MPG Highway
• Price as Tested: $93,315
• Star Rating: 10 out of 10 Stars

Hypes: Buck Rogers Rocket Ship Shape and Sound
Gripes: Sun Visors Too Short, Vehicle Dynamic Integrated Management (VDIM) Too Invasive

Aside from the 500 car run of the $400,000, 2010 LFA, Lexus has never been known for cutting edge styling or technology. Until recently, this Japanese luxury car maker has been content to refine and perfect ultra-luxe versions of Toyota sedans and SUVs. But the recent introduction of the breakthrough LC500 coupe moves Lexus into a new league where players like Mercedes, BMW, Audi and Porsche have long been on the varsity. Does the LC500h deserve elevation to major league status? Or does it need a few more years of seasoning in the minors?

The genesis of the LC series came about when Toyota Motor Corporation CEO and Chairman Akio Toyoda visited the Pebble Beach Concours d’Elegance in 2011 and rued the fact that his company was unrepresented on the 18th green, while products from every other luxury maker were in full view. Shortly thereafter, Toyoda decreed that Lexus would design and develop the kind of show car that the preeminent division would be proud to display at Pebble Beach. That car is the LC500, and it presents a startling new look for a company conditioned to building perfect but prosaic products.

This long-nosed short-tailed beauty evokes comparison to Jaguar’s sensational looking XK-E which debuted in 1961. Both cars share a fineness of line, a purity of design that sets them apart from anything else on the road. But unlike the 260hp XK-E, the LC500 comes with a choice of sensational engines: a 471hp, 5.0 Liter V8, or a 3.5 Liter V6, supplemented by a multi-stage Hybrid system. We spent a thrilling week driving the 3.5 Liter V6, which benefits from double overhead cams, and variable intake and exhaust valve timing to produce 354 total system horsepower in consort with the electric motor. While the LC500h is 117hp short of the V8’s output, you will never notice the difference because the Hybrid combo really screams. Take that evaluation literally. When you dial the LC500h into Sport+ mode via the knurled knob flanking the instrument pod and lay hard into the accelerator, the V6 emits an ethereal banshee shriek that is unlike anything you’ve ever heard in a car before.

And does this coupe ever scat! In Sport+, the fully electroluminescent rev counter lights up like Tokyo’s Ginza. As the revolutions soar to the red zone at 7000rpm, the CVT gearbox, which Lexus calls a “Multi-Stage Transmission” soars without cease as the next stage takes the redline back to 7000rpm. The best part of this orgiastic explosion of raw power is the bug that appears for a second or two on the rev counter as it reaches redline. The graphic displays in the LC500h are enchanting and unlike anything you’ve ever seen on a dashboard before. Although this coupe’s engine and gear train take precedence over other performance aspects, the rest of the package is equally intriguing and productive. The wheels, tires and brakes on this Lexus are enormous. Up front you’ll discover 10 spoke 8.5×20” forged alloy rims bearing Bridgestone’s finest high performance run flat tires measuring 245/40R20. These wheels are backed by 15.7-inch 6 piston brakes that stop the coupe like a safety net on an aircraft carrier. The rear carries even larger 9.5×20” rims with 275/40R20 Bridgestone tires backed by 14.1-inch discs with 4-piston calipers. The wheels are finished in a smoky chrome that complements the dagger lines of the car gracefully.

Inside the tightly wrapped cabin, you will appreciate the most supportive seats you’re likely to find in any sporting coupe. They are perfectly contoured to hold you in place under the high g-forces generated by the Bridgestone rubber. Yet they never interfere with your ability to slide in and out of the cockpit unimpaired. Our test LC500 was upgraded with a $1,790 Touring Package which made those seats plusher than ever thanks to semi-aniline leather trimming. The package also upgrades the headliner with Alcantara which feels like suede and looks like heaven. In addition, the audio system receives a Mark Levinson bump to an ear splitting 915 Watt “Reference Surround Sound” which plays through 13 speakers. Unfortunately, the good news inside stops there. Lexus has decreed that the its upmarket products will utilize a tiny, over-sensitive touchpad between the seats to control the center display screen on the dashboard. It took me 10 minutes of fiddling with this control to bring up the screen dedicated to seat heat and ventilation. And I was parked the whole time! There is no way you can manipulate this control interface while driving and retain your concentration on the road.

But you have to expect a few glitches in a product that is as revolutionary as the LC500h. All in all, this coupe marks a turn in the road for Lexus, from the one more traveled to the one unexplored. It’s a courageous move, and their first foray into the upper echelons of automotive greatness should be both congratulated and commended.

2018 Lexus LC500h Coupe

• Engine: 3.5 Liter V6, 24 valves, DOHC, VVT-iW intake and VVTi Exhaust plus Lexus Multi-Stage Hybrid System
• Horsepower: 354hp
• Torque: N/A
• Fuel Consumption: N/A
• Price as Tested: $101,385
• Star Rating: 9 out of 10 Stars

Hypes: Sleeper Performance Sedan
Gripes: Lose the Console Mouse

Before checking the specification sheet on this GS sedan, I drove it for several days without realizing its motor has 4 rather than 6 cylinders. Does the idea of a $50,000 luxury sedan without at least 6 cylinders seems unacceptable to you? My positive experience with the GS200t guarantees you too won’t notice the loss of 2 cylinders insofar as performance is concerned. Aside from a slight turbo-induced hesitation when you mat the throttle, the 200t accelerates with enough grunt to fulfill your every need. Without being showy about its performance, the 200t is a competent high performance car, with an unexpectedly strong turbo motor abetted by great all independent suspension tuning and exceptional tires. Please note that for 2018, Lexus is changing the designation of this sedan from GS200t to GS300 RWD.

Where you might notice another advantage of owning a 4 cylinder Lexus is fuel mileage. Where V6 powered GS sedans return 21MPG overall, the 200t squeezes 26MPG overall out of every gallon. In part, that efficiency is due to use of an 8-speed automatic transmission which maximizes thrust and minimizes fuel flow by using more gear ratios than your old bicycle had. The operation of this transmission is flawless. It intuitively selects the optimum ratio for a given occasion without hesitation or jerkiness. Better yet, if you decide to do a little micro gear management yourself, you can use the 2 supplied steering wheel mounted paddles to accomplish shifts of your own choosing. If you leave the floor stick in Drive, you can still make up and down shifts with the paddles. After a short time, the transmission will return to its fully automatic function in Drive. If you desire complete gearbox control, simply slot the floor stick into its Manual Mode quadrant, and tap all your shifts through the paddles. The beauty of this 8-speed is that it will never void your commands by up shifting on its own when in Manual Mode.

The final component that differentiates this unassuming looking sedan from more prosaic transportation is tire choice. The base model 200t comes with 17 inch alloys mounting 225/50R17 tires. But our test model 200t boasts super sticky Dunlop Sport Maxx 050 rubber measuring 235/45R18. mounted on gun metal gray, 5-spoke alloy rims. This tire/wheel combo will set you back an extra $905. If you’ve ever priced wheel or tire upgrades in the aftermarket, you will know that $905 is a sensational deal for what Lexus offers on the 200t. Note the sticker Lexus placed on the rear passenger window which reads in part, “this car is equipped with high performance tires that may experience less than 20,000 miles.” While that caveat may ring true, the enhanced driving quality of those miles will more than compensate for the Dunlops’ quicker tread wear.

It may seem odd to spend so much time detailing the driving dynamics of this sleeper of a high performance sedan. After all, isn’t Lexus renowned for its top drawer luxury and build quality? Make no mistake, both of those attributes elevate this modestly priced (Base: $46,310) sedan into the top echelon of luxury cars. As soon as you climb into the 200t’s restful environ, you immediately notice that the steering wheel tilts obligingly up, that both perforated leather front seats feel like they were specifically molded to your personal contours, and that the layout of the dashboard is almost Zen-like in its simplicity. While you can’t always depend on a Japanese branded car being built in Japan, this Lexus was constructed at the Toyota factory in Aichi, Japan. The interior stitching and leather work here is impeccable, with perfect door closure feel, understated dash face trim in “Striated Black,” and enough luxury touches like heated and ventilated front seats to make you wonder how Lexus can afford to cram so much content into such an economic package.

Well, surely there must be something to quibble about in the 200t? That would have to be the rather unnerving simulated computer mouse that occupies the console between the front seats. This is definitely a work in progress. When you’re driving, you need to steer clear of it because operation of the mouse requires you to divert too much attention from traffic to the 12.3 inch screen atop the dash. Even when using this mouse from the passenger position, the operator will be hard put to maneuver and click the mouse on the sought after setting. But this singular non-Zen experience is in complete contradiction to the GS200t’s otherwise ethereal beauty of operation. At a total price of $50,070 (with $1,380 of Mark Levinson stereo and $1,730 for Navigation), the GS 200t (soon to be GS300 RWD) has got to be the best buy of the entire Lexus model range.

2017 Lexus GS200t 4-DR

• Engine: 2.0 Liter In-line with Twin Scroll Turbocharger, Direct and Port Injection
• Horsepower: 241hp
• Torque: 258lb.-ft.
• Fuel Consumption: 22MPG City/32MPG Highway
• Price as Tested: $50,070
• Star Rating: 9 out of 10 Stars

Hypes: Plush and Tasteful Living Room
Gripes: No paddles, Oversensitive Console-Mounted GUI

What happens when you dress a Toyota Camry for the prom? You get a Lexus ES350.
Both sedans share the same basic architecture. Front engine, front wheel drive, V6 power, 72 inch width, 57 inch height and 111 inch wheelbase. In other words, a commodious transport cell for five adults for a reasonable outlay of cash.

Base price for the 2017 Toyota Camry runs from $24,000-$31,000, while the Lexus ES350 ranges from $39,000-$42,000. Our test Lexus started out costing $38,900. The full prom dress up kit, however, boosts the bottom line rather dramatically.

Lexus adds $500 for Blind Spot Monitor with Cross Traffic Alert, $880 for High Gloss Finish 18″ Wheels, $2,590 for Navigation System/Mark Levinson Premium Audio, $400 for a One-Touch Power Trunk, $500 for Intuitive Parking Assist, $450 for a Heated Wood and Leather Trimmed Steering Wheel, and $3,500 for the Ultra Luxury Package (Wood Trim Interior, Driver and Passenger Memory Seats, Power Rear and Manual Door Sunshades, Driver Seat Power Cushion Extender, Ambient Lighting, Power Tilt/Telescope Steering Wheel, Panorama Glass Power Moonroof).

The bad news is that all those additions bring your out-the-door tally to $49,210. The good news is that, yes, you do get to keep the tuxedo.

Notice that aside from the 18″ wheel upgrade, all of the aforementioned options are luxury rather than performance oriented. To be sure, the gilded ES350 will never be confused with a sports sedan. It’s simply too big and softly sprung for that kind of serious work. In fact, Lexus underscores the point by failing to offer an F Sport package for the ES model line. It’s the only Lexus sedan without F Sport availability. But unless you plan on hunting BMWs and Audis, that shouldn’t deter you from giving this Lexus a long hard look.

If Ward Cleaver, paterfamilias of the 50s TV show Leave It To Beaver, were to choose a family sedan today, he would unquestionably pick the Lexus ES350. It is handsome in a quiet, understated way. It performs every task with panache and good grace. It is expensive, but not overpriced. Indeed, it’s the All American family sedan.

The exterior design will win no awards from those seeking cutting edge styling. But for many, that lack of flare is the very source of its visual appeal. The ES350 is like a well tailored suit – inconspicuous because it fits so well. The interior of our test Lexus blends a handsome array of deeply grained real wood trim with carefully stitched dash detailing to make your cabin time restful and rewarding. This is a most welcoming interior, one you are loathe to leave upon arrival at your destination. Lexus has a way of imparting travel serenity with the ES350 that Toyota will never match in any Camry.

Despite the fact that no F Sport version is available, the ES350 offers perfectly acceptable performance. It’s all-aluminum 268hp V6 is highly sophisticated, with 24 intake and exhaust valves that benefit from variable phasing (Dual VVT-i). Indeed, when you lay hard into the throttle of this lightweight alloy motor, the ES350 jumps forward with satisfying thrust accompanied by an appropriately muted exhaust shriek. A proper 6-speed automatic gearbox features sport-shift setting on the floor mounted stick, but lacks paddles at the steering wheel. The 18″ wheel upgrade is well worth the $880 price because it replaces the standard 215/55R17 all-season tires with beefier, lower profile Michelin MXM4 Primacy rubber (225/45R18) – a noticeable performance upgrade.

For 2018, Toyota is introducing an all new Camry TNGA platform which will eventually underpin the Lexus ES350 as well. When that switch-over is imminent, you will be able to carve a great deal on the existing ES350, which continues into 2018 unchanged for the time being.

2017 Lexus ES350 4 Door Sedan

• Engine: 3.5liter V6, 24 valves with Dual VVT-i
• Horsepower: 268hp
• Torque: 248lb.-ft.
• Fuel Consumption: 21MPG City/30 MPG Highway
• Price as Tested: $49,210
• Star Rating: 9 out of 10 Stars