12:24AM - 14.10.'15
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News Source: autoblog.com |
Performance cars used to be about horsepower and chassis tuning. Lately the question isn't so much what's under the hood, but how many buttons are on the console. We're overwhelmed with individual settings for engine response, transmission, exhaust, steering, and ride. When did these cars turn into a choose your own tuning adventure? The Lexus GS F represents an attempt to step back from this over-adjustable madness and return to more bygone sports car values. It has a special engine, unique bodywork, and a chassis tuned for high performance. There are only two settings you need to play with. The first setting is the Drive Mode Select dial on the center console, which mainly controls the response of 5.0-liter V8 engine and the shift behavior of the eight-speed automatic. The engine is the same V8 found in the RC F, making the same 467 horsepower and 389 pound-feet of torque. New this year are small balancing weights on the crankshaft pulley that cut down on internal vibration. Drive Mode Select also changes the electronic power steering, air conditioning, and stability control (you can also turn it all the way off via a separate button). You will use two settings in the GS F: Eco when you want to get somewhere, Sport S+ when you want to get somewhere fast. Normal and Sport S modes offer intermediate steps you don't really need. Eco mode softens the throttle and reduces the use of air conditioning for slightly better fuel economy. It also makes the center-mounted tachometer switch into an eco-driving gauge. S+ puts everything into sport mode, including a heavier steering weight and a higher stability control threshold. While Sport S mode shifts the noon position of the tachometer to just below the horsepower peak of 7,000 rpm, S+ goes a step further and turns the rev indicator into a solid bar that grows around the edge of the display. It also adds oil and coolant temperature to the readout. And how could we fail to mention G-Force Artificial Intelligence (or grin at such an overwrought name)? That's the shift logic the transmission uses in Sport S+. It's designed to hold revs in corners and downshift during hard braking. The other button in the Lexus GS F that you need to pay attention to is next to the Drive Mode Select knob, labeled TVD for Torque Vectoring Differential. It's the same unit that is optional on the RC F, but it comes standard on the GS F. The center of the TVD is an open differential. On each side is a clutch pack operated by an electric motor. This allows the GS F to control the engine torque side to side without using the brakes. Going into a corner, the TVD can put all the engine drag on the inside wheel to improve turn-in. On the power, it can shift engine thrust to the outside tire and prevent oversteer. There are three settings: Normal, Slalom, and Track. In keeping with our theme, that's probably two settings too many. Rounding out the F treatment is a custom suspension devoid of any active or progammable damping, anchored to a more solid body. The GS F derives its extra rigidity from structural adhesive, more welds in key areas, and underbody bracing. Brakes are by Brembo, with 15-inch discs clamped by six-piston calipers in front and 13.6-inch disc, four-piston calipers in back. The GS F is not Lexus' answer to BMW M, Mercedes-AMG, or Cadillac V. If it were, this car would be woefully outgunned. The competition offers 83 to 173 more horsepower, all with vastly superior torque. To its credit, Lexus knows this. One spokesperson even spelled it out, saying, "Our goal with F is to make a driver's car, not a drag race winner." It's a rationalization or an excuse, depending on your personal level of cynicism. Being eternal optimists, we'll give the GS F the benefit of the doubt. Where the Lexus does match the competition is in how the GS F is set apart from its ordinary brethren. Like the other elite models, the GS F looks and feels special. All the bodywork in front of the A-pillars is unique to the F, including the massive openings on the edges of the lower grill that house oil and transmission coolers. Inside, F badges on the perforated leather steering wheel and embossed into the rear seat headrests give the interior a subtle flair. The generous use of Alcantara and no-cost optional carbon-fiber trim elevates the cabin above everyday GS models. Inside and out, the GS F is handsome, if anonymous. It's the kind of car that stands out at a golf club, not a gentleman's club. So the GS F lacks the brash styling or incredible power figures of simliar efforts from other automakers. But it's also a great deal less expensive. The base price of $85,380 includes everything but two options: a Mark Levinson stereo system and orange-painted calipers. Only the CTS-V is close, at $85,990, but that can be optioned up near the $100,000 stratosphere occupied by the Audi RS 7, BMW M5, and Mercedes-AMG E63. The GS F occupies a middle space, just above cars like the Audi S6 and Cadillac CTS Vsport. And the Lexus comes loaded with adaptive cruise, automatic high beams, lane keeping assist, blind-spot warning, navigation, and head-up display. |
