The
2007 Lexus GS 450h has a long-winded name, but it is the first rear-drive hybrid gasoline/electric sedan. It's packed with technology that might play major roles as Toyota and its upscale Lexus division expand hybrid model lines.
Toyota is heavily emphasizing hybrid vehicles. Its Prius far outsells other hybrid compact cars, and it says the GS 450h "offers a compelling new reason for luxury car buyers to consider hybrid technology."
The GS 450h is derived from the redone 2006 mid-size GS sedan (April 3, 2005, AutoTimes). That model is sportier, with more power and new features. The 2006 GS is the first Lexus auto to offer all-wheel drive, and its racier styling features a long and lower hood, pulled-back cabin with "slingshot" rear side windows and imposing dual exhaust outlets.
The regular gasoline-engine 2006 GS has a 245-horsepower V-6 or 300-horsepower V-8 and a mind-boggling inventory of electro-mechanical enhancements.
While designed to compete with top foreign sports sedans such as BMW or Mercedes, the GS backs off from being as hard-edged as those competitors because Lexus doesn't want to give up its luxury edge, which has contributed to impressive U.S. sales.
Only a few subtle badges identify the GS 450h as a hybrid version of the regular GS. It has a sophisticated 3.5-liter, 292-horsepower gasoline V-6 that works efficiently with two electric motors.
Lexus says the engine and motors collectively produce 339 horsepower. We'll go with the Lexus figure because, as with other hybrids, you can't just add up electric and gas engine horsepower to get an accurate final number. One motor functions as the primary generator, engine starter and controller of engine speed. The other shoots power to the rear wheels.
The GS 450h has a smooth, efficient continuously variable automatic transmission (CVT). It contributes to higher fuel economy, but occasionally causes a slight acceleration pause when the throttle is floored.
Fuel economy is impressive for a roomy, well-equipped 4,134-pound luxury sedan that is several hundred pounds heavier than the conventional gas engine GS models because the electric motors, batteries and controllers add weight.
Despite additional weight, the GS 450h delivers an estimated 25 mpg in the city and 28 on highways, compared with 18 city and 25 highway for the comparable GS 430 with its 300-horsepower V-8. (The 3-liter, 245-horsepower V-6 GS 300 version provides 22 and 30 with rear drive and 21 and 27 with all-wheel drive.)
The GS 450h calls for premium gasoline, but it will spend less time at fuel pumps.
This new hybrid produces 80 percent fewer smog emissions, but streaks to 60 mph in 5.2 seconds. That makes it the quickest Lexus and provides fast merging and passing. The hybrid is faster than the GS 430, and it's hard to tell that it has a hybrid system.
Electric motors provide strong, instant torque, so the GS 450h accelerates with more verve than the GS 430, especially at often-used mid-range expressway or highway speeds. You experience the pure thrust that can't be felt in conventionally powered cars. (Try a 60-90 mph run on a deserted road.)
The GS 450h has a keyless start system, but pushing the starter button brings dead silence because the car is designed to run on battery power at low speeds.
The stony silence can be disconcerting the first few times you start the GS 450h and when it quietly moves along on battery power at lower speeds. When the gas engine is needed, it kicks in so seamlessly as to be barely noticeable.
The GS 450h is generally so quiet that a driver can find himself traveling much faster than suspected. The new model not only has the most powerful Toyota/Lexus hybrid system, it also has the smoothest such system.
The electronic power steering is accurate, and there's a supple ride and very responsive handling. An advanced stability system anticipates the onset of a skid or slide and helps to automatically correct the situation with a combination of braking, throttle and steering control in a way that is essentially transparent to the driver.
Being designed more for comfort, the GS 450h lacks the agility of a true European sports sedan such as the BMW 550i.
The brake pedal is a bit sensitive with the regenerative brake system, but stopping distances are short.
Hybrids cost more than conventional models, and the GS 450h is no exception. It lists at $54,900. That compares with $51,375 for the GS 430 -- and $43,150 for the GS 300 with rear drive and $45,100 with all-wheel drive.
The luxurious interior of the GS 450h contains room for five tall adults, or for four if the rear center armrest, which contains cupholders, is pulled down. Front seats offer good lateral support, and gauges are backlit for an easy read under all lighting conditions.
The touch screen control system handles almost too many functions. But, to reduce dashboard clutter, switches for power mirror adjustment, trip odometer reset and trunk and fuel door releases are in a small drop-down pod to the left of the steering wheel.
All doors have storage pockets, and the front console has nicely placed dual cupholders. Rear windows lower all the way, although back door openings are rather narrow.
The fairly large trunk has a low, wide opening, but a battery pack behind the rear seat prevents seatbacks from flipping forward for more cargo room.
The GS 450h has high-quality paint and precise body fits. It offers a good blend of power, performance, luxury and environmental efficiency.
Toyota billboard, beside the 405 freeway in El Segundo, Calif., is similar to an odometer and clicks forward every four seconds to mark the number of gallons of gas saved by Toyota and Lexus hybrid vehicles in the United States since the first Toyota Prius went on sale in 2000.
2007 LEXUS GS 450h HYBRID
PRICE: $54,900
LIKES: Fuel economy. Fast. Posh. Smooth.
DISLIKES: Sensitive brake pedal. Complex mechanicals. Expensive.