"All new" is a term rather loosely bandied about in the car business. But in the case of the '98 Lexus GS, it's a valid descriptor. Although the middle child in the division's sedan lineup hasn't fully lived up to its potential in the past (sales for the first half of '97 fell to a dismal 180 units), that should change dramatically for '98 with the arrival of this hugely improved second-generation machine, which for the first time offers a choice of six- or eight-cylinder engines to complement its rakish appearance.
Along with more style and more power, the new GS benefits from major suspension upgrades, loads of advanced technology, and enhanced creature comforts. In the words of chief engineer Yasushi Nakagawa: "We set out to make a fast, fun sedan." Our first encounter with pre-production versions of both the new GS 300 and its V-8-motivated GS 400 platform-mate quickly confirmed that the design team had indeed succeeded in its quest.
Outside, this new Lexus sports a larger greenhouse, slightly longer wheelbase, and shorter front/rear overhangs. While it maintains the front-engine/rear-drive configuration and basic monoform character of the '97, a number of aero tweaks help lower both its drag and lift coefficients. In addition to its own comprehensive makeover, the car's passenger compartment has been enlarged by 4.6 cubic feet and trunk space upped by 14 percent.
As one would expect, both GS models carry a mega-roster of standards highlighted by dual-zone automatic climate control, one-touch express power windows, a power tilt/telescoping steering column, cruise control, dual front and side airbags, remote keyless entry, and a retained power feature. Principal options include a glovebox-mounted six-CD changer, moonroof, 17-inch wheels, and a new onboard navigation system.
Perhaps the biggest news lies underhood. Lexus extensively upgraded both its 3.0-liter inline six and 4.0-liter V-8 DOHC engines, the most prominent change being the fitment of new cylinder heads that feature continuously variable valve timing (VVTi). Output on the six goes from 220 to 225 horsepower and 210 to 220 pound-feet of torque (and 80 percent of that latter figure is now available from 1400 rpm). Paired with the mandatory five-speed "intelligent" automatic, it helped our GS 300 run 0-60 mph in 7.9 seconds. The V-8's specs move from 260 to 300 horses and 270 to 310 pound-feet of twist. In this installation, the standard five-speed autoshifter features steering-wheel-mounted up/down shift buttons, as well as a conventional lever. That highly dynamic duo propelled our GS 400 from a dead stop to 60 mph in a stunning 5.7 ticks. To top it off, the VVTi V-8 delivers slightly better fuel economy than the old six.
The GS engineering team addressed handling issues in a similarly effective manner. Torsional stiffness of the all-new unibody was increased by 32 percent and bending rigidity by 25 percent. The car's fully independent underpinnings were then retuned for better response and fitted with a completely new multi-link rear suspension. Last but not least, both GS models get a standard Vehicle Skid Control system. Driver selectable and far from intrusive, VSC can't defy the laws of physics, but it can help prevent a minor indiscretion from turning into a major metal-bending experience.
Pricing wasn't finalized at press time, but Lexus did confirm that the GS 300 would sticker just under $40,000 and the GS 400 would start around $46,000-virtually spot on the base price of a '97 GS 300. One thing is certain: At long last the Lexus GS has the necessary credentials to legitimately do battle with the likes of its primary adversaries, the BMW 5 Series and Mercedes-Benz E-Class.