On tap is an impressive 245-horsepower and 230 lb-ft of torque, which is a formidable gain over the previous car's double 220 output ratings despite maintaining identical displacement. Bar BMW's 255-horsepower 3.0-litre 'R6' powerplant found in the 530i, it's the most efficient motor in its class. And while it may lack the outright statistics that 3.2- or 3.5-litre competitors may have, none can match the effort Lexus engineers have
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| None can match the effort Lexus engineers have put into balancing every aspect of the new 3.0-litre engine. (Photo: Justin Couture, Canadian Auto Press) |
put into balancing every aspect of the new 3.0-litre engine. The motor pulls cleanly and willingly from idle to redline and back without ever fumbling in coarseness, though whatever musical tendencies have been permanently smothered by a noise-restricted exhaust system.
Equally new and smart is the gearbox that the GS 300's motor is mated to. It's a new six-speed automatic. The only way you'll ever be able to detect shifts is by keeping your eye on the tach; it's difficult enough to hear any differences in engine noise and you certainly won't feel a thing when the gears move from one cog to another. Hidden by the sliding armrest, there's a rocker switch that can activate a 'Power' mode to help the gearbox wring every last ounce of power from the engine; by holding the gears longer and downshifting according to a sporty driving style, by the way. What the GS may lack in outright power, it makes up in
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| The front wheels are linked to the main driving wheels via a planetary gearset and a wet multi-plate clutch system. (Photo: Justin Couture, Canadian Auto Press) |
its gearbox, even on the AWD version which carries an extra 100 kg (220 lbs). The smart tranny always seems to know what gear to be in, as is it never gets caught off guard by an overenthusiastic right foot.
Popularity in the all-wheel driven midsize luxury market is growing with each new model year, therefore Lexus has intelligently latched onto this trend, occupied once only by Audi. Now everyone's got their fingers in this honey pot, from Acura and Infiniti, to BMW, Mercedes-Benz and Jaguar. Investment in this particular area wasn't one of Lexus' highest priorities, mind you, because while the system is a permanent, full-time system, unlike the Haldex systems currently used by Volvo, Ford, Mazda and Volkswagen, among others, it's not exactly the most complex of its type. The front wheels are linked to the main driving wheels via a planetary gearset and a wet multi-plate clutch system. Distribution is 50:50, though the electronic brain can divert as much as 70 percent of the torque to the rear end of the vehicle, depending on the driver's steering and throttle input, as well as the yaw and thrust picked up by stability control system sensors.
