Lexus’ executive express blends manners and machismo

Revealed at the 2015 North American International Auto Show in Detroit, the GS F midsize luxury performance sedan is Lexus’s fourth “F” and the fifth in the GS line.

Text and photos by Aida Sevilla Mendoza

Revealed at the 2015 North American International Auto Show in Detroit for the 2016 model year, the Lexus GS F is the four-door sedan version of the RS F coupe, but with a stiffer chassis, meaner engine parts, and a few other performance enhancers.

A midsize rear-wheel-drive luxury sport sedan with a naturally aspirated 5.0-liter V8 engine and an 8-speed automatic transmission, the GS F is an old-school rarity in a market segment populated by turbocharged or supercharged 600-horsepower German bruisers, dual-clutch transmissions, and cutting-edge suspension and stability control technologies.

Naturally aspirated V8 power and rear wheel drive in a large capacity car bring to mind the American muscle cars of the 1960s, but the GS F’s engine is not a cast-iron pushrod antique as Lexus installed some very modern technology in its operation.

For one thing, Lexus incorporated the Atkinson cycle, the same type of internal combustion cycle used in many of today’s hybrid vehicles, to enable the titanium intake valves to stay open longer.

This reduces the effective compression ratio for more cruising efficiency, and combined with the 8-speed automatic transmission, enhances fuel economy—although fuel economy isn’t exactly a concern among performance car enthusiasts.

Torque vectoring

Unlike the competition, the GS F does not use an adaptive or adjustable damping system that allows the driver to adjust suspension firmness on the fly.

Instead, Lexus uses a torque vectoring differential that can adjust the output to each rear wheel in order to improve turn-in and quell oversteer as needed.

The differential makes the car alternately more nimble and more stable depending on the driver, the conditions, and the mode selected.

The torque vectoring differential offers Slalom for nimbler response or Track to efficiently get the power to the ground under more enthusiastic driving conditions.

The GS F can be operated in one of four different modes: Eco lowers throttle response and selects higher gear when in automatic shift; Normal provides a more rounded mapping of both engine and gearing performance; and Sport or Sport+ extracts full-powered response from the naturally aspirated V8.

The GS F’s 467 horsepower does not peak until you hit 7100 rpm, and the 380 lb-ft max arrives at a relatively high 4800 rpm, so you have to drive the car hard to enjoy it.

The GS F is an anachronism in that it delivers rewards in direct proportion to how hard it is driven, unlike forced induction cars that are so powerful, that even slow and sloppy driving feels fast.

Linear delivery

The power delivery of the GS F feels manageable and linear, accompanied by amplified engine sounds pumped into the cabin through the car’s audio system.

For me, the deep-throated roar of a naturally aspirated V8 engine in full throttle is heaven to hear.  But in cruising mode, the engine sound amplifier should be deactivated to enjoy a quiet drive.

The GS F hits 100 kph in 4.5 seconds, and its top speed is 270 kph, electronically limited.

Note that the speedometer is crammed with small numbers reaching all the way to 320 kph, which means the Lexus can go faster if the speed governor could be deactivated.

After spirited high-speed runs, the GS F’s 4,034-pound curb weight and V8 thrust require extra strong brakes.

Carbon fiber, Alcantara trim, and F-badged steering wheel dominate the cockpit.

The GS F’s braking system provides ample stopping power and good pedal feel with Brembo brakes all around plus six-piston calipers up front and four-piston calipers in the rear.

With 19-inch polished alloy wheels and a mature and muscular rear quarter design, the GS F looks like a true executive express.

Sure, the 467 horsepower and 380 lb-ft of torque output of the GS F’s V8 would be outclassed by the Germans in straight-line acceleration.

On the other hand, the GS F handles well in sharp corners and tight, twisty curves despite its 16-foot length and 4,034-pound curb weight.

The GS F leans in corners, but it is a well-controlled body roll or big sedan wallow.

The chassis, stiffer than that of the RS F coupe, has a double wishbone suspension up front and a multi-link arrangement at the back.

Striking a balance

The suspension was clearly designed to strike a balance between performance and comfort, resulting in a car that responds fairly to driver inputs but incorporates enough suspension travel to remain predictable.

The compliant nature of the GS line ensures a pleasant ride in all but the worst conditions.

On the highway, the GS F behaves like a luxury sedan: quiet (if the sound enhancement system isn’t pumping engine noise into the cabin), commodious, and comfortable.

Seamless power from the naturally aspirated V8 delivers a velvety ride and fosters excellent road manners.

Even with all of the sport accouterments dialed back to the Normal  driving mode, I found the engine and transmission of the GS F still responsive enough to deliver quick, authoritative tollway passes or inner city maneuvers.

Having said that, in spite of steering wheel-mounted paddle shifters and using the Sport and Sport+ mode, the 8-speed automatic transmission shifts less snappily than a dual clutch unit would.

The torque converter-equipped gearbox executes its hydraulically cushioned shifts slowly in every mode.

The naturally aspirated 5.0 liter V8 engine is a rarity in the midsize luxury sport sedan segment.

This could be annoying when you want swift, sporty response from the GS F, but in daily driving, it is beneficial because shift harshness and off-the-line judder typical of dual clutch units are absent.

It also suits a car that is every bit as comfortable as it is quick.

Luxurious interior

Meanwhile, the cabin is a comfortable and pleasant place to travel in with well-bolstered, supportive, and power-adjustable bucket seats in front, plenty of shoulder and hip room, and clear visibility.

The rear seat can comfortably accommodate two adults on long trips, although the backrests cannot be folded down to increase trunk space.

The high quality materials, impeccable craftsmanship, and high level of equipment show that Lexus has not lost sight of the brand’s luxury roots, which is one of its core strengths.

Carbon fiber and aluminum trim elements, Alcantara trim covering every surface including the top of the dashboard (to absorb the heat reflected by sunlight), plush carpeting, elegant blue and white stitching in the cobalt blue GS F test unit, instruments paired in a large TFT screen with analog dials, a 835-watt Mark Levinson surround sound audio system with 17 speakers, a big 12.3-inch high resolution display in the center of the dash for infotainment and satellite navigation, and an analog clock complete the interior picture.

However, the infotainment system’s joystick-trackpad controller is tricky to operate.  Luckily, the HVAC and audio system still employ user-friendly knobs and steering wheel buttons.

At the rear, a carbon fiber decklid spoiler and quadruple exhaust outlets.

As for safety, the GS F has 10 standard airbags, traction and stability control, blind spot monitor, rear cross traffic alert, adaptive cruise control, lane departure alert, and pre-collision warning with automatic braking.

Bottom line

The GS F’s specs cannot match the intercontinental ballistic missile and roller coaster attributes of the BMW M5, the Mercedes AMG E63 and Audi RS7, yet it is the most well-executed luxury sport sedan in Lexus’s 27-year history.

The P7.668 million Lexus GS F exists in an exclusive zone neatly balancing big-engine luxury cruising with track-ready performance.

It provides impressive performance and handling combined with premium everyday comfort and refinement.

Indeed, it is Lexus’ executive express successfully blending manners and machismo.