Lexus gs 430 review

Lexus gs 430 review DEFAULT

Here are a pack of four-doors that will still get you a decent parking spot at the country club without selling your oldest daughter into slavery or burning down your house for the insurance dough. After all, this is the Brave New Century, and anyone who won't throw down for a luxury sedan with athletic pretensions can't be considered a player. So sit back, hug your 401k, adjust the trifocals, and pay attention, because what follows is the real skinny.

By our count, there are more than three dozen four-door luxury sedans sold in the United States that routinely sell for more than $30,000. They range in size and price from the entry-level Acura 3.2TL to the Rolls-Royce Silver Seraph Park Ward limo, the latter representing a stratum where only a few Fortune 500 moguls and some well-established South Florida drug dealers dare to play.

In the middle of this vast upmarket milieu lies a slick stable of sports sedans from automakers in Germany, Japan, Old Blighty, and God's own U.S. of A. All seven selected for this test are powered by overhead-camshaft, naturally aspirated V-8 engines generating between 275 (the Mercedes-Benz E430) and 340 horsepower (the Infiniti Q45). All but the Audi A6 and the Cadillac DTS were rear-drivers, and the price spread was about $12,000 between the cheapest (the Infiniti Q45 at $51,047) and the priciest (the Mercedes at $62,929).

The turf chosen for this test was Alexandria Bay in the dazzling Thousand Islands of the St. Lawrence River in upstate New York, and we included a foray into the open two-lanes of the Adirondack Mountains. Our flinty-eyed team also planned to shake down the cars not only within the pristine precinct of the Empire State but also across the mighty St. Larry for a romp in Ontario, Canada. In retrospect, we should have remained among our neighbors to the north because the woods of New York were swarming with gray-uniformed men driving blue and yellow Crown Victorias sporting the latest Stalker radar guns and enough electronic equipment to be candidates for capture by the Chinese military. Two of our crew were gunned down by these revenuers - one of whom won a trip to a backwoods court after the state's Big Brother mainframe revealed that a bureaucratic lapse had resulted in the suspension of his driver's license. (See my column in this issue.)

The results of four days of hard running, logging nearly 1150 miles in each car, are just a few lines ahead on these pages. Be aware that all of these are solid, well-engineered automobiles. It is difficult to harshly chastise any of them, and the balloting was sufficiently close that the runners-up might want to consider a Palm Beach County-style recount. But there being no dimpled ballots or hanging chads here, the results are final. Love 'em or hate 'em, here's the way the numbers shook out.

Cadillac has tried hard to erase its image as the favored land barge of the Q-Tips (redneck slang for octogenarian Caddy owners in Florida). Successes include the division's Northstar 4.6-liter DOHC V-8, a steadily improving suspension, and such gadgetry as OnStar -- technology that relays tire-pressure numbers to the cockpit -- and night vision, although the latter helps to spot nocturnal critters and other road hazards only after the purchaser is separated from 2250 of his or her dollars.

Our DTS was the only car of the seven with front-wheel drive and a four-speed automatic transmission. Both are errors of omission in a market segment where rear-drive and five-speed autos are now as accepted as paint, upholstery, and tires. Until Cadillac produces a mid-size four-door with these elemental components, it will find it hard to compete in this league.

And the DTS's unseemly size and bulk are problems. It was, at 207.0 inches overall, 19 inches longer than the winning BMW and 398 pounds heavier than the fifth-place Mercedes, the lightest of the bunch. The Audi A6, with its complex four-wheel-drive system, was weightiest at 4068 pounds, but only by five pounds.

As expected, the big Caddy ran the interstate like the Super Chief, offering silent running and a comparo-winning 27 mpg (EPA) at cruise. But in the woolly stuff, where sports sedans are supposed to shine, its size caused havoc, as did its meagerly bolstered seats (but with power massaging lumbar!). Hard running at one point caused the transmission to get surly, lighting a warning sign and shifting harshly, which cured itself after a call to OnStar and recycling the computer. Its sophisticated electronically controlled, self-leveling shock absorbers (StabiliTrak 2.0) helped improve its handling, and the torque steer that might be expected from a 300-hp front-driver was surprisingly well controlled.

The Cadillac guys swear that somewhere under wraps is a BMW M5 killer, but unless it is a radically lighter rear-drive machine that sacrifices electronic glitz in favor of an intense search for true, broad-spectrum performance, low finishes in real-life tests such as this one are ensured.

In most leagues, the S-type would be an easy winner. Ford's strategy of sharing a platform among this Jaguar, the Lincoln LS, and the new Thunderbird is brilliant, and its retro styling theme has been widely acclaimed. But tossing the shared-platform Jaguar against such purpose-built machines as the BMW 5-series, the Lexus GS430, and the Infiniti Q45 places it at something of a disadvantage.

Its 4.0-liter V-8, although smooth and flexible, produced the lowest torque of the lot (287 pound-feet) and the second lowest horsepower (281 versus the Mercedes' 275). This generated comparatively modest performance numbers, including the only quarter-mile time over 15 seconds (15.2 seconds at 94 mph).

Although it's unfair to judge any automobile outside the NHRA on nothing more than its straight-line acceleration, it can be an indication of overall responsiveness in passing situations, cornering, and general road behavior. Here the Jaguar, although acceptable by most standards, lagged behind the best of this particular class and therefore fell in the final grading. Add to that a surprising sponginess in the brakes that revealed itself in our hard run through some lumpy, curvaceous back-country roads in the Adirondack foothills. This impaired the S-type's ability to keep up with the fastest in the pack.

Although the base price of $50,428 is attractive, our $57,500 loaded Jag (including a navigation system, an integrated phone, the Sport package) ranked third most expensive. We also found the car to be lacking in interior space, both for human cargo and in trunk capacity. Surely the Jaguar's styling, with its radically sloping rear roof line and droopy boot, exacerbated the problem. Taller drivers complained of cramping on long drives, and the back seats offered optional head-banging opportunities for the outboard passengers and a humpy perch for the person in the middle. At best the S-type is built for four -- although the two in back must be no more than average in size.

Still, we liked the S-type, especially when its base price is considered. But placed head-to-head with more-powerful, better-handling and -braking competition, it is difficult to rank it higher -- its mystique, dashing good looks, and gentlemanly road manners notwithstanding.

You can buy a reasonably well-equipped E430 for about $55,000, but adding heated front seats, rain-sensing wipers, a voice-activated cell phone, and the $4090 Sport package (with AMG-designed body cladding, projector fog lights, and beefy five-spoke alloy wheels mounted on 235/45ZR-17 Goodyear Eagle F1s) kicked our test vehicle to a heady $62,929. For this we got a sedan that generated excellent performance numbers even though its 4.3-liter, three-valve, single-overhead-camshaft V-8 was rated the lowest of these seven at 275 horsepower.

After switching off the busybody traction control, the E430 hammered through the rough back-road sections with ease, although the harshness detected in the bumpy sections surprised some. But be assured, this Mercedes will traverse all manner of macadam as well as any machine in its class, a bit of extra suspension thrashing notwithstanding.

Complaints centered on an interior that seems to have descended into the form of a Mercedes-Benz cliché. We look forward to the next-generation E-class that will surely have the more adventuresome interior of the S- and C-classes.

A small glitch in the Mercedes reputation for iron-clad reliability appeared when the air-conditioning system refused to switch from the "economy" setting. A call was made to a service center via the standard Tele Aid system, where a polite woman suggested several possible cures -- all of which had already been tried. She then primly advised us to visit a dealership -- an obvious conclusion that might have been reached independently even by dolts like us. Satellite links to home bases such as OnStar and Tele Aid never preclude the reality that somewhere a technician with a box of tools is the only resort for repairs.

Despite its unique three-valve engine and its excellent overall performance, the Mercedes, with its stolid styling and pallid interior, offered an ominous sensation of déjàvu. We've made the trip many times before, and it's always been a pleasant experience. But perhaps now is the time to create a more exciting itinerary.

With this third-generation Q45, the Nissan guys are getting back on track. The first effort failed, mostly because an idiotic advertising campaign obscured its excellent performance in a Zenlike fog bank of rocks and trees. Now comes this iteration, complete with a 4.5-liter DOHC V-8 packing 340 horsepower that ought to have propelled it to the head of the pack in this test. But that was not to be, despite its best-in-test power-to-weight ratio and the current hype that implies the Q45 is the quickest, baddest four-door on the planet. Both the 540i and the GS430 beat it to 60 mph, and the Mercedes equaled its time of six seconds flat. Ultra-tall gearing (15 percent taller in first gear than the Audi's) is to blame.

For the witless, Nissan has equipped the car with full-tilt electronic control that "helps" the driver negotiate corners with applications of throttle, brake, and gear selection.We found this acceptable up to about 7/10ths, but once higher performance was sought, and the traction control switched off, the Q45 got wobbly in the knees and loudly announced that it was more luxury car than sports sedan. The $1500 Sport package, with 18-inch rubber and an active damping system, might have bumped this one up in the standings, but Infiniti couldn't provide a car so equipped.

That luxury car claim was supported by the spacious and comfortable back seat, superb interior fittings, and the tasteful décor that once again features, in the Q45 tradition, an ornate analog clock. This tasteful environment was offset, in the minds of some, by the seven-inch LCD screen that serves as a voice-command center operating the audio and climate-control systems. Although amusing, most of us dismissed it as technological overkill that trades simple ergonomics and reliable function for intrusive, overweaning gadgetry. The silkiness of the Q45 made it a delight to drive on long spells of the interstate as well as idling in traffic, where the big V-8 lapsed into hushed repose. At full throttle, the engine produced a seamless, turbinelike surge devoid of the visceral inputs offered by its German counterparts. Clearly, the Q45 is a superbly refined, comfortable, and distinctive machine, especially considering its lowest-in-test $51,047 sticker price. For five passengers who value comfort over all else, this Q45 may be a winner. The rest of us must wait for a ride in the Sport version to pass final judgment.

If you thought the GS400 was good, wait until you bolt yourself behind the wheel of a 300-hp, 4.3-liter GS430, even wearing 16-inch all-season tires. With the Lexus guys unable to provide us with the optional ($215) upgrade that includes 17-inch wheels and Z-rated rubber, our GS handled respectably, squirting through the lane change at 59.7 mph, third by a bumper cover.

The car was equipped with $5790 worth of navigation programming, a sunroof, and an upgraded audio system, plus a Speed Racer deck spoiler ($440), but otherwise it was an off-the-rack model. Nonetheless, the GS430 and the 540i were the only two here that ran 0-to-60 times in the fives. Its stout quarter-mile performance of 14.5 seconds at 99 mph equaled that of the lightweight Mercedes.

Although it rode on base tires and wheels, it skittered through the rough stuff with aplomb. The all-season rubber provided a test-average 0.83 g of lateral grip and tended to roll over a bit on turn-in. Perhaps the big rubber would have closed the gap between this car and the front-runners, prompting Lexus proponents to grouch that this was a test between apples and oranges. But we had to work with the vehicles provided.

The interior is tasteful and user-friendly, although some didn't like the multi-use screen of the nav system (much like the Q45's, but without voice command). It seemed overengineered and complicated when employed for a simple function such as using the radio.

Others groused about the styling ("confused" and "dump the spoiler"), although at the very least it doesn't emulate the dreary cookie-cutter shapes of most other sedans from the Far East.

Styling debates to the contrary, the GS430 is a first-class effort. We only wish we'd had a shot at one with the optimal tires and wheels.

Can this be the same German automaker that gave us the Fox and the 5000? The question nags: Could the boys from Ingolstadt build a loser now even if they wanted to? The entire lineup, from the A4 to the all-aluminum A8, is first-class, in both design and fabrication, and our A6 was no exception. Modestly optioned with a $1750 Sport package (sport suspension, 17-inch alloy wheels with 255/40ZR Pirelli P6000s, and sport seats), a $550 six-disc CD changer, and a couple other packages that are no longer available, our 2000 model A6 4.2 Quattro stickered at $53,860, which prices it in the lower half of the group. (A similarly equipped 2001 would go for $54,380.)

What comes standard is the good stuff: a 300-hp, 4.2-liter, 40-valve DOHC V-8 coupled to Audi's superb full-time four-wheel-drive system and a five-speed automatic employing Porsche's Tiptronic manual-shifting mechanism.

The base A6 4.2 Quattro gets side-curtain airbags, a headlight washer system, excellent 12-way power front seats, and leather upholstery. Compare its price with those of its German rivals -- the Benz and the BMW both cost from two to four thousand more to start -- and in our view it's high value for the bread.

The universal observation was that the A6 is balanced and poised in all conditions. Although it was the heaviest of the group, no doubt due to the Quattro system, and therefore a bit slow off the mark (0 to 60 mph at a ho-hum 6.4 seconds), the Audi's overall behavior on the road -- on an interstate or a lumpy secondary macadam -- was exceptional. Our test car had been hammered by other auto writers to the tune of 20,000 miles, but it was still reasonably rigid, save for a few squeaks and a bit of cowl shake. Considering its grueling career, these were forgivable.

Passenger travel is commodious for four but intimate for five, as was the case with all here but the Q45 and Caddy. The trunk was surprisingly large for a package that seemed to most observers to be visibly smaller and more compact than the rest. But this was an illusion prompted by good styling. The A6 was in fact the third longest vehicle in the test at 193.4 inches, topped only by the Cadillac and the Infiniti. (However, it rode on the shortest wheelbase, 108.6 inches.)

In a very fast league, the A6 can run with the best. As with most of the top machines in this test, its ranking boiled down to pure subjectivity. Cast the ballots again, and it might have been a winner -- it was that close.

Here we go again. Prepare for the deluge of letters and e-mails indicting us as flunkies, toadies, and shameless hookers in the employ of BMW. After all, its vehicles, the 3- and 5-series in particular, seem to enjoy a road-test-winning record with us that makes Joe DiMaggio's 56-game hitting streak look like sand-lot antics. But then again, what do we do when handed a vehicle that is decisively faster, more stable, and more purely satisfying to drive in a test designed to evaluate sports sedans? Not only did the 540i wax the competition at the drag strip, but the visceral offerings from its DOHC 32-valve V-8 were positively spellbinding, especially in concert with a chassis structure and suspension that all agreed was the most rigid and best-handling of the bunch.

Praise was effusive for the 540i after a series of passes through a long stretch of undulating curves with rough surfaces. With the traction control turned on or off, the Bimmer negotiated the nasty bits with amazing aplomb at speeds as quick as or quicker than any of the competition. (Actually, it was not as quick as we thought. Tests showed the speedo was exaggerating by as much as 10 mph at higher speeds, as is the case with virtually all BMWs we test. Perhaps this is a crafty attempt by the factory to keep drivers of this very quick and supple machine out of trouble.)

It became a challenge to find weaknesses. The rear-seat space could have been more capacious, and some complained about poor instrument visibility in sunlight. So too for the price, which joined the Mercedes in bowling over the $60,000 barrier. The base price was $52,295, but that was bumped by nearly 10 grand with the addition of the $4100 Sport package (sport suspension, 17-inch wheels and tires, sport seats, M-sport steering wheel, and Steptronic manumatic transmission that brings with it a $1300 gas-guzzler tax), an $1800 navigation system, $1200 for an upgraded sound system, plus $2000 for heated seats, sunshades, and luxury taxes. This ain't chopped liver for a mid-size sedan whose workaday functionalism isn't significantly greater than that of a Ford Taurus at a third the price. But after a mile behind the wheel, all practical considerations become irrelevant.

"Fun to drive" is a hopelessly overused cliché in the car business and in reality applies only to a handful of automobiles. The BMW 540i qualifies in spades. For anyone who does not respond to the tactile euphoria provided by this machine, we suggest a subscription to Consumer Reports and a lifetime pass on the nearest form of public transit.

This was not an easy comparison. All the seven candidates were well qualified for entry. Surely, the Cadillac guys dream of working with a sports-sedan package smaller than their current front-drive platform.No doubt the Audi engineers would like to carve 200 or 300 pounds out of the A6 4.2 Quattro, and we wished the Lexus GS430 could have arrived with its full-tilt sport package. The Q45 and the Cadillac provided excellent long-distance touring for four people, while the Jaguar and the Mercedes-Benz scored high in overall appeal and in the mystique department that is so important for automobiles in this price range. But in this test, driving satisfaction was a paramount consideration, and there was little debate early on that the 540i was an overwhelming favorite to win. And so it did. The question is, can it keep its winning streak alive?

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2006 Lexus GS430 Four Seasons Review

"What a great car." That's the first sentence in the logbook of our Four Seasons Lexus GS430, and it's a pretty bold statement to make when your audience is a bunch of automotive journalists with an uncanny ability to ferret out a vehicle's hidden flaws. Still, it's easy to see why that editor was so impressed by our newest long-term test vehicle. Completely redesigned for the 2006 model year, the third-generation Lexus GS features updated styling both inside and out, a new suspension system, upgraded safety features, and a host of advanced electronic systems. All-wheel drive is also newly available, a first for a Lexus sedan, but only on the V-6-equipped GS300. Sounds great so far.

For our test, we opted for the rear-wheel-drive GS430, which is powered by a 300-hp V-8 paired to a six-speed manu-matic transmission. The base GS430 comes nicely equipped with traction and stability control, heated and power-adjustable leather seats, wood interior trim, dual-zone automatic climate control, a power tilt and telescoping steering wheel, and a seven-inch multi-information touch screen. The base price is $51,775. We, of course, specified several options, among them run-flat tires, a Mark Levinson audio/navigation system ($4030!), and rain-sensing wipers, which brought the total to a whopping $58,814.

It turns out we could have done without a few of those options, because rather than enhancing our affection for the vehicle, they diminished it. For one, the rain-sensing wipers never seemed to work as advertised. "The automatic wipers take too long to react to changes in rain intensity and never seem to find the right speed. There's no manual intermittent setting, so you end up manually turning them on and off. It defeats the purpose," noted assistant editor Sam Smith. A small nit to pick, admittedly, but still a valid complaint on an almost-$60,000 car.

For another, the pricey navigation system had a bad habit of prescribing a route that was neither the quickest nor the most direct. Senior editors Joe Lorio and Joe DeMatio found that out firsthand when returning from our Automobile of the Year test in Zanesville, Ohio, last year. The Lexus's nav system wanted to send them on a 302-mile route back to Ann Arbor when, according to MapQuest, the distance is only 249 miles. Other staff members found that the system would give up the ghost if they took a wrong turn.

And as for the low-profile, run-flat tires, we found that they made the GS430's ride unusually harsh on bumpy roads--even with the adaptive variable suspension tuned to the normal rather than the sport setting.

Still, the car handled pretty well, its lightweight control-arm front suspension and multilink rear setup delivering predictable cornering behavior despite some lack of feedback from the speed-sensitive electronic power steering. Getting up to speed was no problem, owing to great off-the-line throttle response and the transmission's willingness to downshift with little provocation (especially in sport mode).

Slowing down, on the other hand, was a completely different matter. We're not fans of electronic braking systems, and the GS430's was no exception. "I know that these brakes are sensitive, but do I really need to test the seatbelt every time I tap them?" inquired assistant editor Erik Johnson. "They act like an on/off button. You have to relearn how much pedal pressure to apply practically every time you get into the car."

Speaking of getting into the car, the levels of equipment and the quality of fit in the GS430's interior were what we've come to expect from Lexus. We appreciated thoughtful storage solutions like the double-scissor hinge on the center console and the door pockets that fold out. The seats were comfortable, the high-quality leather showed very little wear, and the controls were intuitive, although headroom was in short supply even for drivers of average height and the interior lighting was far too dim.

Several people complained about the drop-down panel to the left of the driver's knee, which contained mirror adjustment buttons, trunk and fuel-filler releases, and various other secondary controls. Not only was it positioned in a location hidden behind the steering wheel, but several drivers banged their knees on it when entering or exiting the vehicle. However, it did serve to unclutter the dashboard, and if this were a single-driver car, the panel would likely remain in the stowed position most of the time, alleviating the complaints our multiple-driver pool cited.

There was some disagreement over the polished walnut trim, which one staffer described as coming from "a disco-era love den" and another likened to a material from an even earlier era, saying it looked like Bakelite plastic. Copy editor Adrienne Newell begged to differ, saying that she "liked the drama" of the deep reddish color.

The GS430's exterior styling didn't elicit many mentions in the logbook, but it did get a second look from a fellow loiterer in the airport pickup lane who exited his vehicle and slowly circled the car while seemingly memorizing its shape. And one staff member went so far as to say it looked "taut and ready to pounce on its massive wheels." In the end, for all the talk of Lexus's new L-Finesse design language, which is supposed to fuse Italian design-house style with Japanese simplicity, we didn't find the GS430's lines particularly compelling.

While not 100 percent trouble-free, for the most part the Lexus lived up to its reputation for reliability. We brought the GS430 in for regularly scheduled maintenance every 5000 miles, with the most expensive visit totaling $344 at the 15,000-mile mark. The only other out-of-pocket expenses were for the purchase and mounting of winter tires and the replacement of a damaged wheel and tire (our fault). The headliner also was replaced under warranty.

The only other problem was what we thought was a faulty tire-pressure indicator. After double-checking the pressure in all four tires, we tried to figure out how to reset the light. Having no luck locating a reset switch, we took the car to the dealership, where we were informed that a two-position switch located under the glove box allows you to register two sets of tires. The toggle had been inadvertently switched to the secondary mode, triggering the faulty indicator warning. If only the owner's manual had contained that information, we could have saved a trip to the service department.

So, after 365 days and 24,327 miles, do we still think the Lexus GS430 is "a great car"? Perhaps great isn't the proper adjective. The GS430 is a car that's perfectly enjoyable to drive both around town and on a long trip, with a very satisfying powertrain and a good reliability record. Like the Audi A6 we reviewed three months ago, the Lexus GS430 is a luxury sport sedan that leans more heavily toward the luxury side of the equation than the sporting side. For most buyers, that's all right. For us, though, it's not quite good enough. We'll continue to look for a car in this category that perfectly blends the two.

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Lexus GS 430 Reviews

You'll find all our Lexus GS reviews right here. Lexus GS prices range from $10,600 for the GS GS430 Sport Luxury to $15,620 for the GS GS430 Sport Luxury.

Our reviews offer detailed analysis of the GS's features, design, practicality, fuel consumption, engine and transmission, safety, ownership and what it's like to drive.

The most recent reviews sit up the top of the page, but if you're looking for an older model year or shopping for a used car, scroll down to find Lexus GS dating back as far as 2005.

Or, if you just want to read the latest news about the Lexus GS, you'll find it all here

Lexus GS 430 Reviews

VehicleSpecsPrice*
GS450H Hybrid3.5L, Hyb/ULP, CVT AUTO $10,100 – 15,180 2008 Lexus GS 430 GS450H Hybrid Pricing and Specs
GS300 Sport3.0L, PULP, 6 SP SEQ AUTO $7,000 – 10,780 2008 Lexus GS 430 GS300 Sport Pricing and Specs
GS460 Sport Luxury4.6L, PULP, 8 SP SEQ AUTO $12,300 – 17,820 2008 Lexus GS 430 GS460 Sport Luxury Pricing and Specs
Sours: https://www.carsguide.com.au/lexus/gs/gs430/reviews
Motorweek Video of the 2006 Lexus GS 430

There are three primary variants of the 2007 Lexus GS: the V6 GS 350, the V8 GS 430, and the hybrid GS 450h. The GS 350 (formerly the GS 300) gets a new 303-horsepower, 3.5L direct-injection V6 engine. A 4.3L V8 making 290 horsepower is standard on the GS 430. The GS 350 is available with either rear-wheel drive or all-wheel drive, while the GS 430 has rear-wheel drive only. Both versions come with a six-speed automatic transmission with sequential manual shift mode.

At the top of the GS line stands the GS 450h hybrid, which combines the V6 with an electric motor system and a version of Toyota's Hybrid Synergy Drive. It's one of few hybrid systems tuned for performance more than economy, though it boasts an impressive 25-mpg city rating.

The new GS 350 is one of the fastest six-cylinder models in its class; it's capable of dashing to 60 mph in only 5.7 seconds, according to Lexus. And it returns rather good fuel economy, with EPA ratings of 21 mpg city, 29 highway with rear-wheel drive.

The GS 350's available all-wheel drive is a full-time system, set up to aid handling and traction. The system normally sends 70 percent of power to the rear wheels but can send as much as 50 percent to the front wheels.

An Adaptive Variable Suspension (AVS) system is standard on the GS 430. The system has four different settings spanning the range from comfort-oriented to firm and sporty; new this year is an Active Stabilizer feature that electronically applies a force to the stabilizer bars, to simulate the effect of firmer bars during harder cornering, improving stability and safety. AVS is interlaced in the GS 430 as well, with the Vehicle Dynamics Integrated Management (VDIM), a more sophisticated, all-encompassing stability control system. The high-tech GS also has electric power steering and electronically controlled braking Variable Gear Ratio Steering system for both high-speed stability and quick responses at lower speeds.

The Adaptive Front lighting System (AFS), which helps illuminate into corners, is standard on the GS 430 and optional on the GS 350. Another top-technology feature offered as an option in the GS is the Pre-Collision System (PCS), which uses a radar sensor to detect obstacles in front of the car. If the system detects that a collision is unavoidable, it quickly switches the suspension to sport mode, retracts front seatbelts, and primes the brake assist feature for peak braking power as soon as the driver's foot touches the brake pedal. The GS has several other high-technology options available, including adaptive cruise control, rain-sensing wipers, and Intuitive Park Assist, a system that helps with parallel parking.

The 450h comes especially well equipped, with equipment comparable to the GS 430 plus some additional features such as a seven-inch information screen that can be used to monitor the hybrid function.

Inside, three interior themes are offered: Ash leather with Black Bird's-eye maple trim, Cashmere leather with Brown Bird's-eye maple trim, and Black leather with walnut trim. Available interior appointments include a deodorizing dual-zone climate control system, a power rear sunshade, supportive 10-way power front seats, and available fan-driven ventilation for the seats. The standard ten-speaker sound system with six-disc changer is standard, but a 330-watt, 14-speaker Mark Levinson system with DVD viewer is available, as is a new-generation, DVD-based navigation system with built-in Bluetooth wireless for hands-free calls or transferring addresses from PDAs.

Sours: https://www.cnet.com/roadshow/make/lexus/model/gs-430/

Review 430 lexus gs

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2006 Lexus LS430 Review

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