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Full Test: 2001 Lexus GS 430
Vanilla Cream
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By Liz Kim
Date posted: 03-13-2001
Some people use the term vanilla pejoratively, in reference to something bland. It is also subject to such neologisms as "vanillified" or "vanilla-esque," for something that's been toned down, stripped of its zing. And of course, Gumby-haired Vanilla Ice ruined it for all of us 'nilla mavens.
Personally, I like vanilla, especially in ice cream form. It's a fine flavor on its own, and even without accoutrements such as nuts and hot sauces, it's a satisfying dessert. It may lack the complexity of a convoluted, overwrought, multilayered deal, but for all those nights of watching Walker, Texas Ranger in sweatpants and no makeup, give me a pint of plain ol' Haagen-Dazs any day.
And besides, who hates vanilla ice cream? We can't find anyone who wholly dislikes it. It's just a matter of degrees of preference.
Think of the GS 430 as a plate of delicious vanilla ice cream. It's good in itself. No one will be averse to it. But many will prefer fancier desserts.
When the GS was first introduced in 1993, it was intended as a splash of scarlet in Lexus' khaki-hued sedan lineup composed of the ES and LS. The GS was supposed to be Japan's bad-ass answer to German sport sedans, and its original silhouette (only by coincidence, we're sure) evoked that of the BMW 5 Series. GS received a new platform for the 1998 model year, as well as the choice of a V8. We thought it nifty enough in our 1998 luxury sport sedan test to place second, and it also received numerous awards from the automotive community.
Since then, Lexus has also introduced the "Robin Williams on meth" IS 300, as well as injected some personality into the new LS 430. So, where does this leave the GS, especially with other excellent midsize V8 imports as its competitors?
It certainly still has its appeal. Hustling the GS 430 is Lexus' new sweetheart of a V8, with increased displacement from 4.0 to 4.3 liters. There's no increase in horsepower, which peaks out at 300, but there is an increase of 15 foot-pounds of torque to 325 in a broader range of revs. And boy, the GS moves. Lexus posts 0 to 60 acceleration times of 5.8 seconds, especially impressive in light of the fact that the engine meets Ultra Low Emissions Vehicle (ULEV) status and that we averaged an impressive 22 miles to the gallon. Due to inclement weather conditions, we were unable to test the vehicle for acceleration, braking and slalom numbers as we usually do, but judging by takeoffs from drives around town, the numbers are credible. It beats the time set by BMW's 4.4-liter engine mated to an automatic and bests Audi's 4.2-liter powerplant by one second. Variable valve timing with intelligence (VVT-i) delivers the copious juice in a velvety-smooth manner, and the engine is near silent at idle and finishes with a creamy top note when approaching high rpms.
While it holds its revs nicely during takeoffs from dead stops, the five-speed transmission of the GS is a bit reluctant to downshift. The GS 430 could benefit from an automanual tranny, which is standard on the GS 300. Although the E-Shift system is far from perfect, we balefully noted its absence, as it deteriorates the fun factor in canyon runs: As you accelerate after exiting a curve, the transmission hesitates a bit before deciding on a gear. It usually lands in the correct one, but it just has to pause and collect its thoughts before execution. We called Lexus to inquire as to the wherefores of the automanual's demise. Turns out that none of the company's 4.3-liter engines are attached to one. Lexus felt that it would compromise the quality of the engine and the tranny. Lexus does provide you with a winter mode for second-gear starts for more traction under slippery conditions.
The steering wheel transmits a small amount of feedback from the road. Aside from a rather sizeable on-center dead spot, the speed-sensitive progressive rack-and-pinion system is direct and provides a tight turning radius. Several drivers critiqued the overboosted steering, however, which was as slippery as Clinton through a grand jury indictment, as slick as an ice cube coated with Pam. But drivers who equate "goodness" with "smoothness" will be pleased by the almost effortless turning action, arms akimbo in a fandango of near-frictionless hand-over-hand rotation.
Our testers found the brakes to be less well calibrated than most Lexus models we've come to know, and believe that stopping distance, as well as pedal travel, isn't as short or intuitive as one would come to expect in a Lexus. Not only was the four-disc setup unusually uncooperative upon our pushing the pedal, but when it was released, it did so with a cheap, disquieting "click" that further deepened our conjecture that all was not as it should be in this particular car. Again, we were unable to test it at the track to confirm whether or not that was an anomaly, but we have a suspicion that this is unique to this particular test vehicle. Based on Lexus' stellar reputation, we were more than willing to give the company the benefit of the doubt.
On the open road, headed toward the otherworldly landscape of Joshua Tree National Monument with family members on board is where the GS 430 truly sparkles. Its silent cabin, expurgated of any noise, harshness or vibration, is a portrait of tranquility. The GS 430 isolates you from any inconsistencies in the road. The four-wheel independent double wishbone suspension is configured to favor a supple, smooth ride over a taut, sporty one, which is great for the passengers, but a tad stultifying for the driver. Yet body roll was kept down to a reasonable amount, to our pleasant surprise.
To reiterate, some drivers prefer to keep driving exuberance to a minimum, and for long hauls, we would have to agree. However, a safety argument could be made against extremely smooth cars. When you feel disconnected from the road, you tend to go faster, which, in this car, is effortless to do. When the car doesn't communicate with the driver, he's not apprised of the car's limits or his own; it may be easy to inadvertently get in over his head.
The Lexus doesn't leave you totally unprotected, however. The GS provides drivers with active safety features that would mitigate the chance of an accident. Brake Assist determines if you need a little help in engaging the ABS, and the Vehicle Skid Control (VSC) gently corrects understeer or oversteer in adverse driving conditions. Of course, a car can't defy the laws of physics, and should you get into trouble, the dual front airbags, front seat-mounted side airbags and side curtain airbags for the driver and front passenger should hopefully prevent any real damage to the occupants in all but the most serious of collisions.
The GS 430 certainly keeps up with any of its competitors. We merely feel that its German counterparts elicit a certain amount of hootin' and hollerin', while the driver of the GS can smile smugly as he steadily keeps up with the competitors. And therein lies the problem: The GS doesn't inspire much passion. It lacks the seductive urgency of German motors, the yearning pull of the chassis begging to be driven.
But some people prefer it that way. And for those, the $50,000-plus spent on this car will get them a virtual laundry list of luxurious doodads to while away the time. The cabin is outfitted with gleaming California walnut wood trim and handsome light-sensitive gauges housed in chrome-ringed pods. Considerate touches such as steering wheel-mounted stereo controls and one-touch up and down controls for all four windows make the commute bearable, and the xenon headlamps, newly standard on the 430 for the 2001 model year, provide amazing illumination.
The driver seat is utterly comfortable, even after a five-hour stint, thanks to the 10-way power adjustment including lumbar support. The lightly ruched, buttery-soft leather added flair, and a wide, well-padded dual-tiered center armrest coddled our weary elbows. Fit-and-finish for both the interior and exterior is, as per Lexus standard, beyond reproach.
The Mark Levinson stereo package encompassed the silent cabin with its excellent sound; our stereo evaluator called it the best he's ever experienced. However, the six-CD cartridge is rather ignominiously crammed into the glove box; a system this remarkable and costly should have an in-dash changer. Furthermore, the stereo — as well as climate — controls are integrated into the smudge-prone navigation screen, and while it was easy to use (other editors commented that it was impossible to find the radio preset button; the sillies; all you have to do is press the screen for two seconds, much like with regular buttons), we shudder at the thought of the day when the screen breaks down.
The DVD-based navigation system itself, however, was the best that this reporter has used so far, both in ease of operation and expedited computation. Functions like a "Back" button are greatly appreciated. It never faltered, even on remote, isolated back roads, and the voice of the woman articulating the directions is so courteous and polite that you feel like thanking her when she completes a set of instructions.
Rear seat passengers make do with 34.3 inches of legroom, which is average for cars in this class. We should mention, however, that the Audi A6 offers 3 more inches of rear legroom. While the fold-down armrest provides two cupholders in a slide-out tray, we would have appreciated a console built into the armrest. Two passengers will have a much more pleasant time riding in the rear than three, but even the third person sitting in the middle gets a three-point seatbelt and a height-adjustable headrest.
Exterior design conveys clear intentions of evoking the German uber-cars, but seems a bit dated. While the short overhangs evoke speediness, its overall silhouette isn't terribly svelte, and drivers were less than charmed with the shape of the taillights with separate inboard brake lights. We distrust shapes whose names we don't know, so let's just term them amoeba-like. Rear visibility is hampered not only by the tall rear deck but the spoiler, which, in our opinion, doesn't quite jibe with the lines of this car.
The trunk is flawed in many ways. First, it's rather shallow, and it's sectioned into an upside-down T. While it can accommodate long (but not too long; the rear seats don't fold forward), narrow objects, you couldn't fit a large poster frame in there. Second, the floor isn't flat, so it'll require some creative loading, and the fastidious will take care not to place heavy or wet items on the navigation DVD player, as it is floor-mounted. Lastly, outdated hinges may crush your valuables; strut-types would be more fitting for a car of this class.
The GS 430 doesn't beg to be driven, but will handle any job with equanimity. Again, it comes down to a matter of personal preference. If what you require in a car is solidness, luxury and peace of mind, the GS 430 will serve you well. And, if treated with due deference, it'll last just about forever. The majority of buyers will be enchanted with their purchase, but judging by last year's sales figures of a little more than 6,000 units (in comparison, 18,500 GS 300s were purchased, BMW sold close to 40,000 units of the 5 Series and 50,000 of you chose the E-Class), most of you want more.
It's just that there are so many excellent luxury cars in this price range that are, well, more. If you prefer a Lexus with attitude, there's the IS 300 for a lot less money. If you want a top-of-the-line, loaded-to-the-gills, no-holds-barred-luxurious Lexus, fork over a paltry $6,000 (and in this lofty price range, we daresay that it would be fair to call six grand paltry; this is also the price of the Mark Levinson sound system), and the LS 430 is quite within grasp. If you prefer a midsize sedan, there's the BMW 540i and the Audi A6 4.2 that fully encompass both a luxurious ride and an athletic one. Plus, the Audi has standard quattro all-wheel drive. The first-rate Mercedes E430 offers nonpareil brand-name cachet, save for the fact that two Jaguar sedans, the S-Type and even the XJ8, reside in this price range.
So where does this leave the GS 430? It's still a great car, but with increasingly limited appeal. Those who want a Japanese luxury nameplate, desire the finest factory-installed audio system, and covet a car with midsize proclivities and a smidgen of sporting attitude that mostly gets lost in favor of luxuriousness, will have no choice but to get the GS.
Hey, we're hearing about price adjustments that amount to around 5,000 smackeroos. That's a lot of ice cream.
See all the Ratings: 2001 Lexus GS 430 4dr Sedan (4.3L 8cyl 5A) Road Test Scoreboard
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(Enlarge photo)
The Lexus GS 430 is a well-mannered, speedy vehicle.
(Photo by Brent Romans, Senior Automotive Editor)
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