Overview
The 2008 Lexus GX470 gets fresh styling on the outside and new trim inside. Based on the Toyota 4Runner, the GX combines superior off-road capability with Lexus luxury and quality. For 2008, Lexus revised the styling to give the GX a richer, more mature exterior appearance. Changes for 2008 include a dark metallic grille, red-and-clear taillights, a liquid graphite finish for the wheels, and bright-metal door handles and roof rack side rails. Darker wood trim lends a more upscale look to the interior for 2008. The last complete redesign was for the 2003 model year. For 2007, Lexus updated the GX 470's optional rear-seat DVD system with a 9-inch wide-format screen. The optional navigation system offers voice activation and enhanced display features. An input jack for iPods and other audio devices comes standard. The optional Mark Levinson Premium Audio offers DVD capability and can play MP3/WMA-formatted CDs. Everyone, from rear-seat passengers to the driver, can watch a movie on one of the screens, including the navigation screen when parked. Inside, the GX 470 is roomy, quiet and comfortable, with an optional third-row seat that expands capacity to eight. Its cabin is swathed in leather and walnut. An overhead-cam V8 and smooth five-speed automatic transmission provide sufficient power for towing, trail-bashing, or carving corners on a coastal highway. Power is provided by a 4.7-liter V8, rated 263 horsepower and a substantial 323 pound-feet of torque, driving through a five-speed automatic transmission. Underneath, the GX 470 has body-on-frame construction like commercial or military trucks, with a solid rear axle and serious four-wheel drive features such as a locking center differential and two-speed transfer case. Its full-time four-wheel drive features electronic traction control (A-TRAC) and automatically dispatches torque to the tires with the best grip. An electronic system called Downhill Assist Control (DAC) helps the GX 470 safely negotiate slippery inclines, while Vehicle Stability Control helps steady the GX 470 in slippery turns. We've found the Lexus GX 470 highly capable in rugged terrain. Its electronic features make unskilled drivers look like experienced off-road pilots while enabling experienced off-road drivers to go even farther. In short, the GX 470 can go just about anywhere its driver is willing to point it. Its rugged design means it holds up well when punished repeatedly over rough roads, good for drivers who frequent the backcountry or launch boats over rugged terrain.

Model Lineup
The 2008 Lexus GX 470 is offered in a single, well-equipped trim level ($47,315). Standard features include leather upholstery, power heated seats, a wood and leather-wrapped steering wheel and shift knob, rain-sensing wipers, automatic dual-zone climate control, HomeLink universal transmitter, an 11-speaker stereo with six-CD changer, rear-seat audio with remote control and headphones, a glass sunroof, illuminated running boards, and a 115V AC power outlet in the cargo area. The standard wheels are 17-inch alloys wearing 265/65HR17 tires. The optional Kinetic Dynamic Suspension System ($1,750) enhances on-road handling without compromising off-road capability. A Sport Package ($1,800) combines KDSS with smoked front and rear light bezels, a chromed exhaust tip, and dark graphite finish on the wheels and roof rack. Inside, dark graphite trim is added to the center console and instrument panel, and the standard brown walnut wood trim is replaced by black bird's-eye maple. The carpet is black, too, instead of the standard gray or ivory. The optional navigation system ($3,250) includes a Mark Levinson audio upgrade, Bluetooth wireless technology that links compatible cellular telephones to the GX for hands-free communication, and a reverse-camera system to help spot objects (and children) behind the vehicle. Options include a third-row seat combined with rear air conditioning ($485); a rear-seat entertainment system with two headphone sets ($1,650); and a tow-hitch bracket ($50). Lexus Link ($900), which comes with a one-year subscription, combines GPS satellite and cellular phone technology to connect the driver to a concierge desk 24 hours a day, 365 days a year. Roadside assistance, stolen vehicle tracking and remote door unlocking are among the services provided. The system automatically dispatches emergency services if you press a panic button, or if the airbags are deployed and you fail to respond to the operator's call. Safety features that come standard include advanced front airbags, side-impact airbags for the front seats (for torso protection in a side impact), and side-curtain airbags (for head protection in a side impact or rollover). Three-point seatbelts are provided for each seating position, and the front belts are equipped with pretensioners and force limiters to help minimize seatbelt-related injuries. A tire pressure monitoring system comes standard. We recommend getting Lexus Link for its safety benefits. The GX 470 has the latest electronic control systems, including four-wheel traction control, Vehicle Stability Control (VSC), a Torsen limited-slip center differential, and Adaptive Variable Suspension with adjustable height control.

Walkaround
The Lexus GX 470 looks big and brawny. It doesn't seem excessively long on the outside, but it does look tall, especially from the rear, in part because of the vertically oriented tail lamps and other design cues. From the rear it looks tippy, which is unfortunate because it's anything but. The GX 470 shares its basic five-door body shell with the Toyota 4Runner. Unique rear quarters give the Lexus a different visual personality, however. It looks cleaner and more contemporary, a bit more like a tall station wagon compared to the carefully calculated rugged-truck look of the 4Runner. Unique grilles and bumpers distinguish the two vehicles and give them their respective Lexus and Toyota identities, but a more careful examination reveals that they are more alike than different. Details add visual richness to the GX 470. These include its peaky hood and grille combination, along with its nicely integrated body-colored bumpers, fender flares and side moldings. Massive headlamps and those complex, high-mounted tail lamps define its corners. Of the trim changes made for 2008, the new dark-metallic finish on the grille seems to make the least difference. More noticeable is the darker finish on the wheels, which somehow makes the spokes look slimmer. Turning down the brightness on the wheels has allowed Lexus to turn it up on the door handles and roof rack without making the GX look over-decorated. The overall change is subtle, and whether or not it's an improvement is a matter of personal preference. The new taillights are contoured the same as before, but the formerly orange portion at the top has been replaced by a small clear window for reverse and turn-signal functions. The Lexus GX 470 interior is trimmed in rich leather and new brown walnut trim. The woodgrain is darker and richer on 2008 models, an improvement over the orangey tone on 2007 models. The GX 470 is roomy and well finished, with large, comfortable seats and lots of elbow room. The materials are excellent. Tall side windows afford a good view out, making the cabin seem airy. All controls are right where we expect them to be, and everything is clearly labeled. All of the gauges and instruments are large and easy to read, with simple graphics shared by other Lexus products. Switches and controls are large, straightforward, elegantly designed and easy to operate. The GX is a space-efficient vehicle. The second row bench seat is roomy, comfortable and easy to get into. It splits 60/40 for versatility and folds flat. A family of four with a big dog will feel right at home. The third row, if ordered, can seat eight, sort of. The third row is suitable for children, but it's nearly hopeless for adults. On the positive side, the rear air conditioning included with the third seat allows separate temperature adjustment for third-row kiddies and dogs. Split 50/50, the third-row seat can be folded up out of the way or removed and stored. The cargo bay offers 13 cubic feet of storage behind the third row. It can be expanded in steps to more than 77 cubic feet by folding or removing the lightweight third-row seats, then folding the second row. This compares well with other current models in the class. The 2009 Mercedes-Benz M-Class offers 72.4 cubic feet, the BMW X5 offers just 62 cubic feet. Unfortunately, the GX 470's cargo door opens from the left side, awkward in the U.S. when unloading curbside at the airport. The navigation system, introduced for 2007, includes voice recognition that allows the driver to enter a destination by voice command. The screen features a high-resolution, 800x480-pixel display in 32,000 colors. Maps and roads are shown with 3-D shadow effects, and the system can even display graphic representations of buildings in selected cities. System functions include multiple route calculation, route preview, simplified highway-junction graphics and a dual-map screen option. Text can be displayed in English, Spanish, or French. The navigation system integrates Bluetooth wireless technology. When using a compatible phone, Bluetooth allows the driver to transfer phone books to the nav system and make calls through its touch-screen panel or voice commands. The backup camera (included with navigation) displays what's directly behind the GX 470 on the seven-inch nav screen when reverse is engaged. Beyond helping the driver to avoid backing over obstacles, such as a tricycle left in the driveway, it's also useful when parking in tight spaces. It's also a valuable safety feature because it can help the driver spot a child behind the vehicle when backing up. The standard audio system includes an auxiliary input jack. The Mark Levinson audio option turns the GX 470 into a concert hall on wheels, with 14 speakers and 240 watts of power. The Panasonic rear-seat entertainment system ranked highest in overall customer satisfaction in a 2005 J.D. Power and Associates study, and it' been upgraded since then with a 9-inch wide-screen display. The high-resolution screen lowers from the headliner. Front-seat passengers can watch a DVD on the navigation screen with the Mark Levinson audio system, but only when the vehicle is in Park.

Driving Impressions
The Lexus GX 470 is a smooth, comfortable SUV for everyday driving, and it offers some of the best off-road capability in the luxury class. Its array of onboard electronics is top-drawer, and all systems work in concert to increase the GX 470's capability and the driver's confidence. The 4.7-liter V8 delivers world-class smoothness and quiet. At highway cruising speeds it's barely audible. The GX 470 is no slouch in the performance department, in spite of its 4,871-pound curb weight. It's capable of full-throttle sprints from 0 to 60 mph in about 8.1 seconds, with a nice V8 intake roar to go with the rush. Toyota's sophisticated electronic VVT-i (for Variable Valve Timing with intelligence) improves efficiency and response at all engine speeds. VVT-i also helps the GX 470 run cleaner, earning the government's stringent ULEV-II (Ultra Low Emissions Vehicle) rating. Peak horsepower is 263 at 5400 rpm; torque tops out at 3400 rpm and 323 pound-feet. That's strong torque for towing. If you're pulling anything up to its limit of 6,500 pounds, this truck will handle it with ease. Fuel economy is impacted by all this capability. EPA estimates are 15/19 mpg City/Highway. And while the GX 470 will run on unleaded regular, Lexus recommends 91 octane (or higher) premium fuel for optimum performance. The five-speed automatic transmission offers quicker response and better gearing than a traditional four-speed automatic. Like the engine, the transmission is very smooth. The GX 470 handles well for a body-on-frame truck with a live rear axle. Like many truck-based SUVs, it feels heavy and ponderous, but it's never a chore to drive in the daily grind. Variable-ratio rack-and-pinion steering makes the steering quick and light in parking situations, but smoother and heavier on the highway, so it never feels over-assisted or darty. As a result, the GX 470 feels solid and well-planted at highway speeds. The adaptive suspension, which comes standard, continuously changes the shock absorber damping at each wheel individually in response to road surface conditions and speed as well as steering and braking inputs from the driver. Four driver-selectable settings are available to tailor the system to driver preferences or situations. You might want to use the softest setting for a bumpy boulevard, for example, then switch to a firm setting for driving down a winding rural road. We did this and it works well. The system automatically increases shock absorber stiffness in transitional maneuvers. It also reduces dive under hard braking and squat under hard acceleration. Air springs in the rear can raise rear ride height in rugged terrain or lower the rear end when loading cargo. Ride quality is also remarkably refined for a truck with a live rear axle. Road vibration and pavement undulations get through, but they are damped. We found the Comfort setting produced a cushy feel, though it's no magic carpet ride as you can still feel the suspension reacting to bumps. Switching all the way to the Sport setting makes the bumps feel more pronounced, making for a less comfortable ride, but more responsive cornering. The optional Kinetic Dynamic Suspension System provides more roll stiffness when needed for crisp handling response, without an increase in spring rate over bumpy roads. In other words, you get better handling without sacrificing ride quality. The system disengages the stabilizer bars for rugged, off-highway conditions, allowing more suspension travel and articulation to help the GX 470 step over obstacles. Lexus claims the system has been proven in World Rally Championship competition, which is another way of saying it's the real deal, not a fragile gadget. The brakes are superb. They have a nice feel and are easy to modulate for smooth stops in everyday driving. The brake rotors are large, and all four discs are ventilated for long life and fade-free performance. (Most trucks use ventilated discs only on the front wheels.) Anti-lock brakes (ABS) help the driver maintain steering control in a panic stop. Electronic Brake-force Distribution (EBD) distributes the optimum brake force between front and rear wheels to achieve shorter stopping distances and more stable braking. Brake Assist can help the driver use the full potential of the brakes in panic stops by maintaining pressure on the brake discs even if the driver makes the mistake of relaxing pressure on the brake pedal. Off road, there's enough brake pedal travel to allow precise modulation, crucial when negotiating obstacles at low speeds. Drive too fast into a slippery corner or make an emergency lane-change maneuver and the technology on the Lexus GX can help you out. Vehicle Stability Control helps improve control and lateral traction while cornering on dry or slippery road surfaces. The system helps the driver keep the GX on the intended path by reducing power or applying the brakes to individual wheels. This system can help prevent a skid or reduce the chance of sliding off the road. Full-time four-wheel drive is standard. The heart of the system is a locking Torsen (torque-sensing) center differential and electronic Active Traction Control (A-TRAC) that continuously apportions torque between the front and rear axles, automatically directing power to the wheels that can best use it. In normal highway conditions, power is split 40/60 percent front/rear, meaning the front wheels are providing 40 percent of the driving force. If the rear wheels spin, the differential can change the ratio to 53/47, sending more power to the front wheels. When cornering, the system sends more power to the rear wheels (29/71 percent) to improve tracking around curves. It's a great system. The bottom line is secure traction and balanced handling in all types of conditions and situations. Downhill Assist Control (DAC) makes it easier to negotiate steep, slippery slopes: Once activated, take your feet off the pedals and the GX slowly walks down the incline using the ABS and active traction control to keep the vehicle pointed in the intended direction. Touch the brake or the gas to slow down or speed up, then take your feet off the pedals again and the system resumes control to help maintain a slow, steady descent. It's a great feature that anyone can use after one lesson. It even works in Reverse, in case you have to back down a hill and try again. Meanwhile, Hill-Start Assist Control helps keep the GX 470 from rolling back while starting on a steep incline.

Summary
The Lexus GX 470 is a good choice for buyers who want luxury, build quality and off-road capability. It's smooth and powerful on the road and can go nearly anywhere off the pavement. The cabin is trimmed in quality materials and features good ergonomic function. It's roomy and comfortable and can accommodate up to eight people when equipped with the optional third-row seat. Plus, there's the Lexus reputation for quality, durability and reliability. If your driving takes you off the pavement or deep snow is part of your annual driving, the Lexus GX 470 is an excellent choice. If fuel economy is more important, a crossover such as the Lexus RX might be a better choice.

Overview
The 2008 Lexus GS makes its mark with sense as well as speed, restraint as well as luxury. Although it's easy to think of it as an alternative to an Audi, BMW or Mercedes-Benz, the Lexus GS embraces an entirely different set of values. Lexus itself has promoted the phrase "L-finesse" to define its way of crafting an automobile, an example of market-speak that gets right to the heart of the 2008 Lexus GS. This sport sedan is meant to be dynamic, yet free of gimmicks. It is meant to combine precision with lavish, luxurious appointments. It is meant to deliver a high standard of automotive performance, yet be easily intuitive to drive. Amazing examples of automotive technology are included as standard equipment, yet the driver is never aware of them. The Lexus GS does everything you ask, and yet it always feels effortless. The third-generation Lexus GS came to market for 2006, a showcase of Toyota's most advanced technology. It arrived with more computing power than some third-world countries and a standard of luxury usually enjoyed only in the best zip codes. The GS was further improved for 2007. For 2008, it gets a new, much-improved V8 engine. The 2008 GS 460 replaces the previous GS 430. The new V8 is a 4.6-liter that makes 342 horsepower, 52 more than last year's 4.3-liter V8. It is also now mated to an eight-speed automatic transmission that replaces a six-speed. For added performance, the transmission includes a sport mode that enables you to manually make sequential shifts with the console-mounted gear lever. There's also a hybrid: The GS 450h combines the 3.5-liter V6 with an electric motor for improved power and fuel economy. The 2008 GS 350 features a 303-hp, 3.5-liter V6 and six-speed automatic with manual shift gate. All-wheel drive is available. Other 2008 changes include a revised front fascia, a new chrome grille surround, the addition of side-mirror turn signals, and new wheels designs. On the inside, all GS models get a revised instrument panel, a brushed aluminum shift plate surround, and wood trim door switch plates. Rear-wheel drive is what makes the GS a driver's car. Front-wheel drive is never as sporting. All-wheel drive is also available and is beneficial in foul weather. The all-wheel-drive models feature a fast-acting, clutch-type center differential that sends 70 percent of the power to the rear wheels under normal circumstances to help foster the dynamics of a rear-wheel-drive car. When wheel sensors detect slippery road conditions, as much as 50 percent of engine power is diverted to the front wheels to increase the car's overall traction on the road. Any version of the GS is a luxurious car with a strong engine and surprisingly capable handling. Also surprising is the fact that ride quality suffers with the available 18-inch wheels; Lexuses are usually pillow soft. Tall drivers might want to avoid the GS and so will those who need to haul cargo on a regular basis. But, if you're in the market for a midsize luxury/sport sedan, the GS is a fine choice and the hybrid model offers unique combination of performance and fuel economy.

Model Lineup
The 2008 Lexus GS sedan is available in three models. The GS 350 ($44,150) sports a 303-hp 3.5-liter V6. The GS 350 AWD ($46,100) adds all-wheel drive to the package. Both GS 350 models have a six-speed automatic transmission with a manual shiftgate. Standard equipment on the GS 350 includes thick, regency-style leather upholstery and a choice of wood trim in either bird's-eye maple (brown, black, or gray) or walnut; dual-zone automatic climate control; interior air filter; power tilt/telescoping wood and leather-wrapped steering wheel with audio controls; cruise control; heated 10-way power-adjustable front seats; memory for the driver's seat; mirrors and steering wheel; trunk pass-through; heated auto-dimming power exterior mirrors with tilt-down back-up aid; power windows; power locks; Lexus' SmartAccess keyless access and starting; sunroof; remote engine starting; 10-speaker AM/FM/cassette stereo with six-disc CD changer; auxiliary audio input jack; vehicle information system with a seven-inch touch screen; Bluetooth wireless cell phone link; auto-dimming rearview mirror; universal garage door opener; power trunk closer; automatic xenon headlights; theft-deterrent system; fog lights; and P225/50WR17 tires on alloy wheels. The GS 350 AWD has P225/50R17 run-flat tires. The GS 460 ($52,620) has a 342-hp V8 and an eight-speed automatic transmission. The GS 450h ($54,900) features a hybrid powertrain that combines the 3.5-liter V6 with an electric motor. It has a continuously variable automatic transmission with six preset gear ratios for the manual shiftgate. The GS 460 adds heated and ventilated front seats, adaptive headlights, an adaptive variable suspension with sport and normal modes, and P245/40ZR18 tires. The GS450h gets front and rear park assist, rearview camera, rain-sensing wipers, power rear sunshade, and headlight washers. It loses the trunk pass-through. Options include a navigation system with voice recognition ($1850) which includes a rear backup camera; front and rear park assist ($500); Mark Levinson 330-watt audio system with 7.1 surround sound and DVD Audio playback ($1780); active vehicle stabilizer system ($3000); pre-collision braking system with radar-type cruise control ($2850); Lexus Link road assistance ($900); rain-sensing wipers with headlight washers; power rear sunshade ($210); ventilated front seats ($200); all-season run-flat tires ($320); rear spoiler ($200); and XM satellite radio ($486). Safety features that come standard include dual front air bags, front and rear side airbags, driver and front passenger knee airbags, curtain-type head-protection air bags both and front and rear, and a tire-pressure monitor. Front and rear park assist and a rearview camera are standard on the GS 450h and optional on the other models. Active safety features that come standard include anti-lock brakes with electronic brake-force distribution and brake assist, traction control, and electronic stability control (ESC). The GS 460 comes with Vehicle Dynamics Integrated Management, an ESC system that processes steering angle, yaw rate, deceleration, brake pressure and wheel speed, and then uses the car's entire range of electronic controls for the engine, brake, and steering controls to help the driver control the car in an emergency handling situation. In contrast to conventional ESC systems, which react to a car's loss of control, VDIM has been developed to anticipate a dangerous situation, and then by making certain corrections, allow the driver to continue without even realizing the system is at work. The available Lexus pre-collision system uses a radar sensor to detect the onset of a collision and will automatically optimize chassis calibration for quick steering response, retract the front seatbelts, initialize brake assist and even decelerate the car at 0.3 g if the driver fails to take avoiding action.

Walkaround
The face of Lexus has evolved cautiously since Toyota launched the luxury division in 1990, but it's now determined to inject more passion into its styling language. The GS led the way when this third-generation model was introduced for 2006. The new styling language as seen on the GS features a low, stretched shape with a long hood, a set-back greenhouse and short rear deck. The GS expresses simplicity, yet the car is thoroughly sculpted throughout its length. The design is perhaps a little predictable, yet the combination of this sleek shape and careful work to reduce aerodynamic turbulence beneath the car has produced a remarkably low 0.27 coefficient of aerodynamic drag, and this promotes a quieter interior and fuel efficiency. For 2008, the front fascia is reworked with a new front bumper, a slightly revised lower air intake, and a chrome grille surround. The side mirrors get turn signals, and the wheel designs are new. The GS has high-intensity-discharge headlights with an available system that automatically compensates headlight aim for different passenger loads. The power-adjustable mirrors have defogging heat elements and tilt down when the car is in reverse. The available variable intermittent windshield wipers actuate automatically when raindrops are sensed. Fast-acting LEDs are used in the rear brake lights. Big 18-inch wheels are available.

Interior Features
The Lexus GS is very well appointed. Open the door and you're greeted by stainless-steel scuff plates, the scent of leather and cut-pile carpeting, and the gleam of highly burnished hardwood trim. The tilt/telescoping steering wheel is handsomely trimmed in wood and leather. In the traditional Lexus style, the instrumentation is set deep within the dash to promote easy focus by older drivers and also features electroluminescent instrument needles for heightened visibility. Across the dash panel, each gauge, button, knob, lever and wheel is clearly identified by easily read words or symbols, so you can intuitively grasp the meaning. There's soft-touch electronic actuation for virtually every control, from the window switches to the trunk release. Dominating the center stack is a seven-inch electronic screen with touch-screen controls. Two banks of menu buttons flank the screen. The driver uses this screen to operate the audio system, climate control, and optional navigation system with backup camera, though many functions are duplicated with nearby buttons on the dashboard. Navigating through the submenus doesn't take too much brainpower, but like most multi-tasking electronic systems, a day spent with the owner's manual on a quiet side street is the best way to figure out the way to work everything properly. Lexus has made a quality audio system a key component of its brand identity, so it's no surprise that the GS sedan has a premium system. The standard 134-watt system features an AM/FM tuner with cassette tape and an in-dash, six-disc CD changer. It plays through a 10-speaker sound system. MP3 capability isn't offered, but an auxiliary audio input jack is provided. Audiophiles can opt for the Mark Levinson Premium Surround Sound system, developed especially for the GS interior. Utilizing 5.1 surround sound playback via a 7.1-channel speaker topology, its 330-watt amplifier sends the vibes through 14 speakers via 11 channels of amplification. The DVD-based navigation system has information for more than 6 million points of interest, while route searching is conducted at ten times the speed of previous-generation systems. The screen has excellent resolution and the map images have three-dimensional shading to aid recognition. Voice recognition makes the system a hands-free experience for the experienced user. The Bluetooth-compatible telephone system can be operated by voice command or through the seven-inch touch screen. Intuitive Park Assist considers steering angle input as well as the usual distance-warning sensors to offer contact avoidance advice through graphics in the dashboard-mounted information screen. This advice also is displayed in the lower center of the speedometer, an area that is also used to show information from the trip computer, radar cruise status, distance monitoring and various warning messages. This system is the last word in ding prevention in the supermarket parking lot. The combination of the 10-way power-adjustable driver's seat and a thick-rimmed steering wheel with an electrical tilt/telescopic control helps you find a comfortable driving position. The driver's seat itself is sculpted with an extensive set of bolsters that support you, though they are not so restrictive that they encumber easy ingress and egress. Despite the multiple controls, one of our test drivers didn't like the seating position because the front of the seat bottom doesn't tilt upward. And tall drivers might not like the GS at all, because head room is limited. The same goes for the back seat. Both head and leg room will be tight for anyone over 6 feet, 2 inches, and the front seats have little toe room if the front seat is at its lowest point. The seat is comfortable, however, and a center armrest folds down to reveal the pass-through. That pass-through is handy, but not as handy as a split-folding rear seat, which the GS doesn't offer. The trunk is relatively small, measuring 12.7 cubic feet in volume. And the trunk opening is small, caused by the short overhang. The GS does not excel at cargo capability.

Driving Impressions
Lexus is known for smooth ride and luxury appointments, and the GS has accomplished road manners. Its fundamental sense of balance makes driving enjoyable. Even during a morning commute, you can seize a few moments of driving enjoyment. The available 18-inch tires can make the ride a bit harsh, however. In our test of a GS 460 on Chicago streets, the suspension reacted harshly to sharp potholes, sending the types of sounds into the cabin that make you feel like you're in danger of popping a tire or doing suspension damage. The GS can rip down the road if you like. Wide tires furnish plenty of cornering grip: P245/40ZR18 tires are standard equipment for both the GS 450h and GS 460, while the GS 350 carries P225/50WR17 tires. The base suspension geometry provides good handling, while gas-charged dampers and coil springs promote a resilient, long-legged ride. The GS 450h and GS 460 both have two-position, electronically adjustable damping control to help the car adapt to driving conditions, as well as available Power Active Vehicle Stabilizer, which minimizes body roll during fast driving and further enhances the sensation of effortless speed. The high-tech electric power steering is exceptionally sophisticated. Its Variable Gear Ratio Steering reduces the amount of steering lock (not just steering effort) at very low speeds and accelerates the steering effect as the wheel approaches full lock. The system matches wheel angle to the speed at which the driver is turning the steering wheel in order to offset any delay in the car's response to steering input. This works especially well on winding roads. A correction feature offsets the effects of crosswinds, making small steering adjustments automatically. The steering system makes it possible to manage a powerful, rear-wheel-drive car in all kinds of driving and (more important) all kinds of weather. But we felt that both the electric power steering and electric brake system occasionally deliver an unnatural feel through the controls. During ordinary driving, we adapted quickly, but the combination of these electric systems with VDIM proved faintly distracting during enthusiastic driving. In fact, the hybrid GS 450h actually annoyed us because the transition from conventional friction braking to hybrid-style regenerative electrical braking frequently proved clumsy and unpredictable. Overall, the heavy, 4134-pound GS 450h is the quickest of the GS sedans, getting to 60 mph in 5.2 seconds, though it's capable of just 131 mph. The 3945-pound GS 460 launches to 60 mph in 5.4 seconds on the way to a top speed of 149 mph, and the 3795-pound GS 350 sprints to 60 mph in an impressive 5.7 seconds (5.8 seconds for AWD) on its way to a top speed of 143 mph. Fuel economy for the GS 450h is rated 22/25 mpg City/Highway on the government's EPA cycle. The GS 460 is rated 17/24 mpg, the GS 350 gets 19/27 and the GS 350 AWD is rated at 18/25. In our opinion, the GS 350 is more enjoyable to drive than its up-market siblings. The V6 is responsive and just plain fast. The gear changes of both the six-speed automatic transmission are virtually undetectable. The GS is not the sort of car that encourages manual shifting, but it is a performance car, and the feeling of acceleration is a large part of its appeal. Conventional steering and braking helps the GS 350 feel more natural than the more-expensive models with all their drive-by-wire technology. The 17-inch wheels provide the best ride quality and the 18-inch tires are available to provide more cornering grip for drivers who feel they need it. In particular, the all-wheel-drive model feels surprisingly alert and maneuverable thanks to its rear-biased power delivery. The GS 350 gives up some dynamic control at the outer limits of its performance envelope compared to the GS 450h and GS 460, but it's more enjoyable to drive at conventional speed. The all-wheel-drive version of the GS 350 copes with a wide range of weather conditions and doesn't seem to offer many compromises in terms of speed, handling or even fuel economy. Lexus has at least partially solved a problem with the new-for-2008 GS 460. The 2007 GS 430 was priced almost as high as the hybrid, but was not appreciably faster than the V6, and it got the worst fuel economy of the bunch. The new 4.6-liter V8 on the new GS 460 is a paragon of responsiveness, providing ready power from a stop that makes it seem even faster than it is. While the GS 460 is slower in a sprint than the GS 450h, the V8 seems to provide more willing power at midrange and highway speeds. We did find, however, that the eight-speed requires a deep stab of the throttle to coax the downshifts needed for maximum passing punch. The GS 450h uses the same 3.5-liter V6 as the GS 350, but it is teamed with two electric motors to produce an equivalent 340 horsepower. The GS450h's powertrain is a technological marvel. The gas engine doesn't start until it's needed, and it shuts off at stoplights, so the car can be on and the engine off. The electric motors are capable of powering the car at low speeds. The powertrain is more impressive, though, when you stomp the throttle and find it's faster than Lexus's impressive new V8. The smooth CVT will leave many drivers missing the rewarding climb through the gears of a conventional automatic, but using the manual shift mode with its six preset gear ratios can remedy that.

Summary
The Lexus approach to high performance isn't grasped by everyone, so it's easy to overlook the genuinely rewarding road manners of the Lexus GS sedan. This car has the calm, intuitive personality we associate with the Lexus brand, though ride quality can get firm with the large tires. Passenger room is good but not generous and cargo room is limited. All versions of the GS have capability to get you to your destination as quickly as you dare, and the GS 450h's combination of power and fuel economy is unique among midsize luxury/sport sedans.

Overview
The Lexus ES 350 is a mid-size sedan that celebrates smoothness, quietude and sophistication. The Lexus ES doesn't suffer the hard ride of a German sports sedan. You can safely sip a cappuccino on the way to work. The ride is smooth, the engine is smooth, the six-speed automatic is flawless, everything is quiet. The ES 350 is quick and responsive, benefitting from a newly developed 272-horsepower, 3.5-liter V6 engine. Lexus says it can accelerate from 0 to 60 mph in 6.8 seconds, a solid Performance. Yet the ES 350 is also certified to the Ultra-Low Emission Vehicle II (ULEV II) standard. The ES 350 was completely redesigned for the 2007 model year and there are only minor revisions for 2008, such as new personal reading lamps for rear-seat riders. The Lexus ES series has come a long way. When Toyota launched its premium Lexus brand in late 1989, its entry-level model was the ES 250, with a thinly disguised Camry chassis and powertrain under a mildly upgraded body and interior. With each succeeding generation, the ES has better met the needs of the entry-luxury segment, with more room, more space, more power, and more standard equipment. And more safety features. Lexus presents the ES and IS as a one-two challenge to the Mercedes-Benz C-Class, BMW 3 Series, Infiniti G35 and M35, Audi A6, Saab 9-3, Volvo S60, and a host of domestics in this popular class. The ES is designed to emphasize ride quality and smoothness, while the IS is oriented around sharp handling and is designed to be a driver's car. The ES uses front-wheel drive, while the IS is rear-wheel drive. We like both, depending on the mood and the task at hand.

Model Lineup
The 2008 Lexus ES 350 ($33,820) comes as one model. It comes with high-grade fabric upholstery, 10-way power front seats; power tilt-and-telescope steering wheel; dual-zone automatic climate control; power glass sunroof; eight-speaker AM/FM/6CD, satellite compatibility, and MP3/iPod input jack; programmable SmartAccess keyless entry; and all the other amenities one would expect for the price. Tires are P215/55 all-season radials on 17-inch seven-spoke alloy wheels. The Premium Package ($1,280) adds leather seating, rear-seat side-impact airbags, Bluetooth wireless technology, auto-dimming exterior mirrors with automatic tilt-down, and a memory function for the driver's seat, steering wheel and exterior mirrors controlled through the SmartAccess system. The Premium Plus package ($2,480) includes the contents of the Premium Package and adds a power driver's seat cushion extender, rain-sensing windshield wipers, heated and ventilated front seats, and front passenger seat memory. The Ultra-Luxury Package ($5,380) combines the contents of the Premium and Premium Plus packages, and adds a panorama glass roof, perforated leather seating, power rear sunshade, adaptive front lighting system (AFS) with HID headlamps, navigation with rear backup camera, wood and leather-trimmed steering wheel and shift knob, and 10-spoke graphite-finish alloy wheels. Options include park assist ($500), a power rear sunshade ($210), heated and ventilated front seats ($640), full-size spare tire ($205), wood and leather-trimmed steering wheel ($350), rear side-impact airbags ($250), Bluetooth audio ($300), and HID/AFS lighting ($815). Buyers may also choose navigation by itself ($2,650), or with a 14-speaker Mark Levinson stereo system with six-CD changer ($4,250); both include Bluetooth connectivity and a rearview camera. The Pebble Beach Edition is a package ($4,710) featuring a semi-aniline leather interior, a wood and leather steering wheel, and Liquid Graphite-finish wheels. Exclusive badging and floor mats display The Lone Cypress logo of California's Pebble Beach Resorts. Other standard equipment will be roughly equivalent to the Premium Plus package. Additionally, three Personalization Program accessory packages exclusive to the Pebble Beach edition will allow owners to add a set of matched luggage, Callaway golf equipment, or Viking cooking gear. Exterior colors will be limited to an exclusive Truffle Mica, or the standard-issue silver pearl or black. The Pebble Beach Edition is a limited run of 6,000 ES 350s. Safety features that come standard on the ES 350 include dual front airbags, dual front knee airbags, front side-impact airbags (for torso protection), curtain airbags (for head protection), electronic stability control, traction control, antilock brakes (ABS), electronic brake-force distribution (EBD), brake assist, and a tire-pressure monitor. A two-chamber passenger airbag is designed to stop the passenger's upper body and torso with minimal facial contact and neck stress on deployment. The optional Pre-Collision System ($2,600) includes a radar-based cruise control that automatically maintains a preset distance between the ES 350 and the car ahead. If the system senses an imminent collision, it retracts all the outboard seatbelts and initializes the brake system for full panic-braking power. (But it doesn't close the windows and the sunroof like the similar system from Mercedes-Benz).

Walkaround
The ES 350 continues the Lexus L-Finesse design theme seen previously on three concept cars and the GS and IS sedans. The entire form seems to emanate from the grille and flow back over the car in hard lines. The look brought a new level of slickness, with a wind-tunnel-proven drag coefficient of just 0.28, making the ES 350 inherently quieter and more fuel-efficient than before. The first thing that impressed us with the 2007 redesign was the more generous physical size of the car. The grille is subdued, the headlamp units are smaller and less obtrusive, and the accent line along the side is raised to suggest more musculature under the skin. The ES 350 looks like it belongs in a Lexus showroom. In fact, the ES 350 has been consciously upsized to roughly the same dimensions as the original 1990 LS 400. The wheelbase, at 109.2 inches, is more than two inches longer than that of the 2006 ES 330; the body is wider by 0.4 inches, the track is wider by 1.2 inches, and the body has crisper, shorter overhangs along with a new front, side and rear appearance that's much more upscale than any previous ES. The ES 350 is also about 110 pounds heavier than the ES 330 due to the addition of more safety features and standard equipment. For 2008, the only exterior change is to the side mirrors, and there the difference is subtle. As before, the new mirrors are heated and incorporate puddle lamps. About the only exterior customizing you can do other than paint and wheels is a choice of forward lighting, from standard projector beam to optional high-intensity discharge (HID) headlamps with an adaptive lighting function, which swings the headlamps through an arc of up to 15 degrees when turning. There are 10 exterior colors to choose from, plus the Pebble Beach Edition's exclusive Truffle Mica. The ES 350 is roomy and comfortable. It has as much rear head and shoulder room, and more rear legroom, than the 1990 LS 400, and its rear floor is flat and can accommodate large American feet under the seats. The interior of the Lexus ES represents a quantum leap over pre-2007 models. The driving ambience is superb, with good sightlines, hooded instruments and crisp graphics, a 10-way power seat and standard tilt/telescope steering wheel. Fit and finish inside are exemplary. The real wood trim is from a matched set that is serial-numbered for future replacement, if necessary. The thick, fat steering wheel is a pleasure to use. There are three interior colors to choose from, in cloth or two grades of leather. The instrument panel and center stack are more driver-centered, engaging and involving than on previous generation. The instruments are deeply tunneled, using white LED lighting and the Optitron electroluminescent displays that are part of all Lexus models, with their eye-pleasing startup routine. The trip computer monitors a dozen functions. The ES features push-button engine starting and the SmartAccess key fob. With 95.4 cubic feet of cargo space, the ES nearly matches the trunk size of the original LS 400 flagship. The ES is insulated well. At cruising speeds, it's extremely quiet, in part due to its acoustic-control laminated windshield.

Driving Impressions
The ES 350 benefits from an all-aluminum engine with all the latest technologies built in. Introduced in the 2007, this engine is a honey and comes paired with a six-speed automatic. The ES 350 is quick to respond, the engine is as smooth and quiet as you would expect, and the transmission operation is flawless, automatic or manual mode, downshift or upshift. Engine and transmission are linked by several electronic modules and the electronic throttle, and there were no glitches we could find. The engine and transmission are isolation-mounted with an electro-hydraulic system to cancel vibration at idle. Lexus quotes a 0-60 mph time of 6.8 seconds, which is competitive in the segment. Traction control and electronic stability control adds to the driver's confidence. The front struts and multi-link rear suspension are both very well isolated from the rest of the car, making for a quiet, smooth ride, with greater control of pitch and body roll than in pre-2007 models. We'd like a little more steering feel in corners and on the highway, but otherwise the speed-related power steering is good and solid. The brakes are average in size for this class, but we saw no sign of brake fade after a hard workout. The ABS, traction control, and electronic stability control are programmed to intervene early to keep the car going in the intended direction.

Summary
The Lexus ES 350 is quick and quiet at the same time. It's screwed together better than a Swiss watch, and it has sex appeal. With its new design and all the new standard equipment, the ES 350 ranks among the fiercest competitors in the entry-luxury segment. We think it's an excellent choice among luxury sedans, particularly when comfort and ride quality are priorities.