Lexus's middle child wakes up. Really.

Since the mid-size Lexus GS sedan first appeared in 1993, it has aspired to sportiness but never quite delivered. Nearly 20 years and three subsequent model generations on, a truly enthusiast-friendly GS has finally emerged; our initial impressions and a comparison-test encounter with the Audi A6 have borne this out, and now we’re taking a look at two more variants to see if the experience is consistent across the range.

The comparo car was a plain rear-drive GS350, so we’ve tested an all-wheel-drive model as well as a rear-driver equipped with the F Sport package here. (The decidedly less sporty GS450h hybrid returns for 2013 later this spring; the V-8–powered GS460 is gone from the lineup.)

All GS350s feature the same 3.5-liter V-6 rated at 306 hp and 277 lb-ft of torque (up by 3 ponies and 3 lb-ft from 2011) and a drive mode selector that alters throttle and transmission characteristics via eco, normal, and sport settings. Both of these test vehicles included the optional Lexus Vehicle Dynamics Integrated Management system, which adds a sport-plus mode to the dial; adding to sport, it selects a more aggressive setup for the adaptive suspension, adjusts the steering system, and changes stability-control thresholds. With beefier anti-roll bars, firmer springs, an adaptive damping system, revised bushings, and staggered-width summer tires, the F Sport was equipped with optional rear-wheel steering that can add up to two degrees of input to the rear wheels.

Nearly as Quick as a GS460, a BMW 535i, an Infiniti M37

The 3977-pound all-wheel-drive GS350 hustled to 60 mph in a respectable 5.6 seconds; the 133-pound-lighter, rear-drive GS350 F Sport shaved a 10th from that figure. The F Sport reached the quarter-mile mark in 14.1 seconds at 102 mph, besting the all-wheel-driver by 0.2 second and 3 mph. Significantly, performance of both models is close to that of the last GS460 we tested, which had an additional 36 hp and 62 lb-ft torque at its disposal. Such swiftness puts the new GS350 in the same league as the Infiniti M37 (5.5 to 60) and BMW 535i (5.4). The comparo-winning Audi A6 hit 60 in 5.1 seconds.

It’s little wonder that the V-8 was killed off. The rear-wheel-drive GS350 F Sport offers nearly identical performance and superior fuel economy—19 mpg city and 28 highway versus 17/24 for the 2011 GS460. The all-wheel-drive GS350 manages EPA ratings of 19/26 mpg, both of which are 1 mpg ahead of its 2011 predecessor’s. Our lead feet and preference for running in sport-plus mode resulted in overall mileage of 19 mpg in both vehicles.

What the numbers don’t convey is the V-6’s newfound willingness to play. This is not attributable to the modest output increase but rather to the improved six-speed automatic’s quicker shifts, standard paddle shifters, and pleasant throttle blips during downshifts. Mix in a sharply tuned V-6 soundtrack that prompts more frequent and longer stabs of the throttle, and you’ll find character that no GS—and perhaps no Lexus besides the $380,000 LFA supercar—has exhibited before.

Handling: Synthetic Feel, Real Response

Perhaps the most interesting revelation from our test was the closeness in handling characteristics between these two GS models. Both felt planted on the road at all times, in marked contrast to the eerie hovercraft quality that marks so many Lexus models, and the test vehicles offered respectable grip: The GS350 AWD achieved 0.87 g on the skidpad, and the F Sport held on at 0.89 g. That car’s sticky tires, along with its larger, 14.0-inch front brake rotors (again, available only on F Sports with rear-wheel drive), also paid dividends in the braking department: At a scant 160 feet, the F Sport beats the all-wheel-drive car’s still-impressive 165-foot stop from 70 mph.

Unfortunately, the electric steering systems of both GS350s are among the most synthetic in the class, making it tough to discern their differences in terms of feel. At 2.8 turns lock-to-lock for the standard GS and as little as 2.2 turns with the F Sport’s variable steering-gear ratio, both are relatively quick. Because our only issue with the GS’s steering overall relates to feel and not response, we’d recommend skipping the optional $1700 rear-wheel steering (unavailable on all-wheel-drive cars).

Despite those quibbles, we praise the cars for their high handling limits, impressive brakes, and scintillating powertrain. We also appreciate how the base car and the marginally stiffer F Sport prevent bumps from jarring occupants while not ironing out the road completely—a good thing if you’re a fan of road feel, as we are.

Extreme Comfort, WTF Ergonomics

The two GS cabins proved supremely comfortable, if aesthetically diverse. With perforated leather available in black or red and aluminum trim, the F Sport’s space is more intense and features amazing 16-way-adjustable front chairs with inflatable side bolsters. The warmer environs of the AWD GS350 equipped with the Luxury package bring semi-aniline leather, gorgeous brown striped wood, and 18-way front seats with articulating backrests and inflatable seat-cushion extenders, as well as rear-seat climate controls, adaptive headlamps, a wood-and-leather steering wheel, and manual rear sunshades.

Not so impressive: Corolla-grade plastic masquerading as metal on the steering wheel, doors, and dashboard; remarkably unremarkable fonts and graphics; and the huge black hole housing the optional 12.3-inch infotainment screen. And then there’s the endlessly distracting, pad-on-a-stick-on-a-pedestal Remote Touch interface. At least primary climate-control and sound-system functions retain their own knobs or buttons. And the voice-command system is a good listener.

Much More Likable, No More Expensive

The rear-wheel-drive GS350’s base price does not rise from its 2011 level at $47,775; all-wheel-drive models start at $50,325, an increase of $600 over the previous model. A rear-wheel-drive GS350 equipped like our tester should sticker at $60,180. Major options included the F Sport package ($5690); dynamic rear steering ($1700); navigation with the 12.3-inch display ($1735); Mark Levinson audio ($1380); and the Premium package (rain-sensing wipers, heated-and-ventilated front seats, and a power rear sunshade, $1400).

At $59,945, the all-wheel-drive GS was not much cheaper. Its major options included all the above, except for the F Sport stuff and unavailable rear-wheel steering, and added the pre-collision system and dynamic radar cruise control ($2000); a head-up display ($900); 18-inch wheels ($865); lane keep assist ($500); and the Cold Weather package (a heated steering wheel, headlamp washers, a wiper deicer, and water-repellent front-door glass, $340). Although neither model is inexpensive, the GS can be considered a respectable luxury-car value within its competitive set, particularly compared with the German entries.

Overall, the two GS models we tested felt remarkably close in character. We expect GS buyers to be swayed more by the styling and equipment differences than actual performance, with extroverts going for the wilder-looking F Sport and the subtler GS350 a better match for conservative types. In both cases, there is more for enthusiasts to like in the 2013 GS than ever before. And no one should regret the passing of the V-8.

 

Courtesy of CarAndDriver