2006 Lexus GS Road Test

After circling 180 degrees we entered a tight slalom with cones that actually tightened when nearing the end, and to make

The GS 300, standard with Vehicle Stability Control (VSC), performed the slalom well. (Photo: Trevor Hofmann, Canadian Auto Press)

matters more exciting the road surface, or to be specific I should say the runway tarmac, as we were performing these stunts within the safe perimeter of an enclosed area, was doused with water from the halfway mark through to the end, allowing me to experience the car's various electronic aids as they came to my rescue.

The GS 300, standard with Vehicle Stability Control (VSC), performed the slalom well, a little lighter up front than the GS 430 due to its smaller displacement V6 powerplant. It remained fairly horizontal to the road surface even when pushed hard, and negotiated the cones quite well until the very end, when the 70 km/h speed, increasing tightness of the cones, and wet pavement made the need for some acrobatic maneuvers in order to steer clear of the dreaded orange obstacles.

I was expecting the GS 430 to behave more lethargically due to its larger and resultantly heavier engine, but not so. The top-line V8-powered GS features Lexus' first application of active steering, a term you may have heard before if reading up on BMW's new 5- and 6-Series cars. Compared to the complex planetary gear system BMW uses, the GS features a complete drive-by-wire variable gear ratio steering (VGRS) setup.

Compared to other systems that don't integrate a conventional steering column, Mercedes-Benz incorporates drive-by-wire into its new E-Class for instance, I felt more connected

I was expecting the GS 430 to behave more lethargically due to its larger and resultantly heavier engine, but not so. (Photo: Trevor Hofmann, Canadian Auto Press)

to the road in the GS. The wheel gave positive feedback, surprisingly, and reacted extremely well to input, immediately. It should also be mentioned that Lexus' active steering didn't feel as artificial as BMW's. Don't get me wrong, I actually like what the 5's active steering system can do. Its turn-in is so outrageously quick that it caused the need to alter my driving style; I was crushing cones by the dozen. The GS 430's VGRS system, on the other hand, goes about its business more subtly. It enhances turn-in, for sure, but the only way I noticed that it was at work was to drive the same piece of road in a non-equipped GS 300, after which the difference is quite dramatic.