First Impressions - 2013 Lexus LS

2013 Lexus LS

Lexus has grown quite a pair as of recent.

Yes, yes, I know they've produced the LFA super car as well as the BMW M3 fighting IS-F but those, as far as I'm concerned were oddities in a lineup that has, since its inception, stressed isolation, quality and refinement over excitement. The first LS400, for example, was a car that was so much better built and offered the same amount of luxury amenities. refinement and arguably better quality as the benchmark Mercedes S-Class, that it caused quite a stir in the luxury segment. Other Lexus products that followed adhered to this formula for quiet, unobtrusive motoring with the ES sedan and RX crossover becoming bestsellers in their individual markets. Lexus did try to inject some excitement with the second generation GS line in the 1990s and the first generation IS line in the early part of the last decade but they couldn't shake the subdued and milquetoast nature that they had built up over the years.

Then came the 4th generation 2013 GS previewed by the LF-Gh concept...and with it, the new corporate (and angrier) face of Lexus.

Lexus LF-Gh concept

BMW has its signature twin-kidney grille, Audi has the one piece mug that dates back to its Auto Union days, Acura has...that beak and Mercedes gets by simply by having that three-pointed badge. Lexus hasn't had anything to distinguish its products until now. Starting with the new GS line, Lexus has now incorporated a new 'spindle' grill design to work with a refinement of its L-Finesse design that apparently harks back to Toyota's early days as a spindle company. Think of an Audi grill with the top third pinched towards the center and you get the idea. The GS concept that debuted this new design was striking and, in my eye anyway, a tad overwrought but it was definitely distinctive and won't be easily confused with anything else. So far the grill has proliferated throughout the Lexus line, exhibiting the automaker's (and Toyota CEO Akio Toyoda's) new emphasis on making its products visually and dynamically exciting. I wondered how Lexus would imbue its flagship LS sedan, arguably the pinnacle of smoothness, isolation and quality in its segment, with this new direction.

2013 Lexus LS 460

On first glance, quite well it seems. The 2012 LS struck a quite handsome stance and was a good recipient of the brand's L-Finesse design that debuted early in the last decade, though it was not that exciting to look at. The new design finally gives a bit of menace and character to the dowdy LS, the centerpiece being that angry looking face. The headlights have been redesigned with arrow-shaped LED accents on the lower-end while the headlamp apertures themselves angle downwards to meet the grill, giving the LS a more creased-brow look. The awkward looking fog light fixtures on the 2012 model have been replaced by boomerang LED lights that frame the lower air visages while the hood now incorporates some surface creasing to enhance the more aggressive look. Looking head-on, the new LS looks positively mean compared to its predecessor. The creased upper surfacing follows a character line all the way back to the rear end which also gets some nip/tuck treatment. The tail lights are now a series of L-shaped LEDs and the fancy chrome exhaust finishers remain (I always liked the look of these). All in all the exterior is more muscular looking than the smooth but bland 2012 model.

2013 Lexus LS 460 F Sport

Perhaps most surprising is the introduction of a new F Sport model which seeks to inject a bit of driving character into what has been ritually known as a smooth operator. The LS has never been particularly exciting to drive, rather excelling at providing a magic carpet ride that allows the big sedan to eat up highway miles at a relaxing rate. Give it a series of switchbacks and it all falls apart but no more. Along with the redesigned exterior comes an enhanced structure which is shared with all new LS variants. The F Sport adds to this with a lowered right height, retuned air suspension, new dampers and a Torsen limited slip differential to help improve putting down the power of the warmed-over 4.6 liter V8 which sees its output increased slightly by 6hp to 386. The eight speed automatic remains but also sees revising for quicker shifts, steering has been improved for more feel and response and 19 inch wheels fill out the wells nicely. The F Sport also gets an even more aggressive exterior with flared fenders, round LED fog lights, tapered and finned extensions for the front, side and rear valance and the dark, chrome edged grill protrudes ever so slightly, giving the F Sport a wide and planted stance.

2013 Lexus LS Interior

Inside, the LS gets a total makeover. A new 12,3 inch screen (which debuted on the 2013 GS) dominates the dash and finally marks the debut of the Lexus Enform Apps multimedia system in the LS. This system can be controlled by either voice command or the new Remote Touch controller (I found this to be not as easy to use as the ones available from BMW or Audi) and allows access to such apps as iHeart Radio and Pandora. An excellent sound system as well as navigation with NavTraffic and NavWeather are also standard features while every surface that hands may come into contact with has been improved.

2013 Lexus LS 460 L

2013 Lexus LS 600h L

Along with the new LS 460 F Sport variant, the three other models carry over which include the standard LS 460, the long wheelbase LS 460 L and the top of the line all-wheel-drive LS 600h L hybrid with its V8/electric motor system putting out 438hp. On sale date is targeted for the first half of 2013 with a base price in the mid $60,000 range.

While the 2012 LS was a quite handsome car to look at, Lexus has definitely kicked up the styling of the new 2013 model a few notches. It remains to be seen if the flagship can cash in on the new found sportiness that the exterior promises but if driving reviews of the new GS model are any indication then what started with the LFA and IS models could be a sign of good and exciting things to come for the 2013 Lexus LS.


Images courtesy of world car fan and Lexus .

Review - 2012 Lexus CT200h

2012 Lexus CT200h

Can a hybrid really be fun to drive?

That was one of many questions I sought to answer when presented with this 2012 Lexus CT200h. It takes over from the Lexus IS250 by establishing Lexus' beach-head in the newly formed compact luxury segment, competing against other notables like the Audi A3, BMW 1 Series and Acura ILX (as well as the upcoming Mercedes A Class). Where Lexus' other entry hybrid, the HS250h was a sales flop, the CT200h remixes the formula by using the sporty hatchback form while injecting a very serious dose of suspension tuning. Is this enough to take the fight to its competitors?

Based loosely on the MC platform that forms the basis for such Toyota models as the Scion tC, Corolla and the aforementioned HS250h, the CT goes for a more upscale and dynamic look. It bears a passing resemblance in profile to a Mazda3 (which is no faint praise, the 3 being one of the sportier offerings in its class). The front end is aggressively styled and the headlights feature LED accents on the lower area that give the car a suitably wide and sporty stance when looking head on. The front overhang is long (befitting the FWD platform) but the rear overhang is short, giving the CT good proportions. Seventeen inch alloys fill the wheel wells nicely and the rear end completes the styling element with a subtle spoiler off the end of the hatchback. The design breaks no new ground, but looks surprisingly premium and whole once you stand back to admire it.

Inside, the CT200h features high quality NuLuxe (environmentally friendly) leather seating front and back with great, high end materials and tight fitting seams everywhere, befitting for a Lexus product. The bamboo wood trimmed accents look the part and weren't flimsy to the touch. It should be noted that, in a nod to the environment, Lexus has built the CT200h to be 90% recyclable. In lieu of a navigation system on base models, Lexus provides an odd "device holder" on the center console, presumably to hold a phone/storage device or an aftermarket navigation system. It looks like an afterthought, but otherwise the cabin exuded that excellent Lexus quality. Controls for the sound system were logically laid out and easy to use, including those for the climate control (that device holder did get in the way a few times however). The adjustable heated front seats offered good support, leg room was great and I got the feeling of being enclosed in a cockpit, the low seating position adding to the environment. The rear seat room is tight for anyone above say 5'10" (test: I placed the front seat in my comfortable position and sat "behind myself" in the rear...yup, pretty tight) and I wouldn't want to be stuck back there for extended drives, let alone with two other people. Cargo room is also decent and would be larger were it not for the battery cells that make up the hybrid system lurking just behind and below the rear seats.

The motivation: Lexus Hybrid Drive.

Electronic shifter, stereo controls, push button parking brake and Lexus Drive Move Selector.

 
For those not in the know, a short explanation regarding the CT200h's powertrain. Essentially an identical twin of the Toyota Prius, the CT200h's hybrid system is a power split variant consisting of a conventional 1.8L four cylinder gasoline engine tuned to run on the Atkinson's cycle (leaner burning) which produces 98hp and 105 lb-ft of torque, an 80hp/151 lb-ft electric motor paired with the gas engine via a planetary gearset and a 27kW/36hp Ni-MH battery pack consisting of 168 cells. Combined, the powertrain puts out 134hp. A drive-by-wire computer controls the system and allows the CT200h to run in either EV (full electric) mode, power mode where both the electric and gas motors provide power or direct gas drive where the gas motor provides the sole motivation. Power is routed to the front wheels via a continuously variable transmission (CVT). The battery pack recharges itself by use of regenerative braking which captures the kinetic energy usually lost in heat and directs it to the batteries. The gas motor also assists in this function if the batteries get too depleted. A configurable display on the driver gauge cluster shows the system components in real time and shows the driver various functions such as battery state of charge, where propulsion is coming from: gas, battery or both. The electronic transmission also offers a 'B' mode for aggressive regenerative braking for downhill maneuvers.

Display showing both battery and gas motor are combining to provide power.

Display changes to show battery is sole power source to wheels.

 

Display showing regenerative braking at work, charging the battery pack

The CT200h is billed as a sporty* car to drive (notice the asterisk?). The Lexus Drive Mode Select system offers three different modes via a rotary knob in the middle of the center console: Eco, Normal and Sport. Each affects all the driving bits of the CT, from the suspension's sophisticated lateral dampers, to the steering and the drivetrain. Eco mode is obviously the more conservative of the three. Here, throttle engagement is lethargic, the steering goes fingertip light and the powertrain's start/stop function engages, shutting of the engine at traffic lights when the car comes to a complete stop. Unlike earlier start/stop systems, the CT200h was barely noticeable: an extremely faint pulsing felt through the seats whenever the engine fired up after accelerating away from a stop. A display in the driver's gauge cluster shows once Eco mode is selected and allows the driver to see how efficiently (or inefficiently) your driving is. Treat it like a game and it becomes quite enjoyable to eke out the best mileage possible, at the expense of everyone else behind you of course. The CT200h is also capable of being locked in EV mode by a button next to the Drive Mode Select knob and allows electric-only propulsion for a mile at speeds of up to 28mph, at which point the gas engine comes alive to assist. Pretend there's an egg between your foot and the gas pedal and you get why I'd recommend only using this function in parking lots or garages as it is pretty much useless on public roads. I tried it a few times around the livelier parts of my neighborhood and not once could I avoid being honked or beeped at by angry drivers behind me.You've been warned.

Lexus Drive Mode Selector

If Eco mode is way too agonizing, Sport mode livens things up a bit. Selecting this mode changes the Eco display to a red accented rev counter, steering effort increases and both electric and gas motors combine to give the driver full power. It would be nice if Lexus had programmed "shift points" in the CVT's operation to make its constant buzzing in this mode easier to live with. It would also be nice if I had some shift paddles to work with but this is pretty much nitpicking. With the combined 134hp at my disposal, acceleration was just a bit less tepid and, by my butt-o-meter, just a few ticks over 9 seconds was needed to reach 60 mph. Not a screamer in terms of acceleration in any sense but once speed is achieved, the fun begins in maintaining the momentum. Around town, the CT200h was quite comfortable, soaking up bumps and provided a somewhat firm but compliant ride. Understand though, the CT200h isn't a driver's car and isn't meant to be driven at more than say, six tenths as the limits are low and easily reached. Besides, the various active stability control systems won't let you anywhere near them anyway. That said, it is way more engaging to drive than the dowdy Prius.

Driver gauge cluster: note Eco Mode is currently selected by gauge on the left.

Left gauge changes to red accented rev counter when Sport mode is selected.

On my testing loop, the CT200h responded in a more dynamic fashion than the Prius (or even the HS250h) could ever hope to do. Credit the sophisticated independent rear suspension bits and the lateral dampers. Stability was excellent and the sophisticated dampers did their thing, stifling body roll and keeping the car composed. Don't be fooled into thinking these 17 inch tires are grippy: they're of the hard, low rolling resistance type and as a result they squeal earlier than normal tires. Still, hustling the CT at a decent clip was okay and preserving speed around the course was not an overly bad exercise. Steering was responsive if vague off center and provided little information about the level of grip available. Braking action was also quite good, though at low speeds their regenerative nature was odd, feeling less progressive and more "on/off" in nature. Give this car a proper engine and a manual transmission and it would be a great little road carver as the suspension is that good. However, one must remember the CT200h's mission in life and as such, in the end any sporting notions ultimately take a back seat to efficiency.

My tester was a base model that starts at $29,120 (excluding destination) and came well equipped with such standard features as leather interior, sunroof, dual zone climate control, AUX/USB inputs for the powerful 6 speaker stereo system, satellite radio, Bluetooth and two 120v power outlets. The CT200h also comes comprehensively equipped with outstanding safety features like traction and stability control, electronic brake force distribution and a full compliment of front, side, rear and knee airbags throughout the interior. The Premium model begins at $31,170 and features a more powerful 10 speaker sound system and an optional navigation system which includes NavTraffic and NavWeather functions and the Lexus EnForm multimedia system. An F Sport package can also be added that includes different style 17 inch wheels, a more aggressive front fascia and sportier finishes for the interior. Fully loaded, CT200h can easily approach the $40k mark.

So back to the question: can a hybrid really be fun to drive? If you're the sort of person that enjoys hugging trees, making your own fuel and singing "kumbaya" lullabies to your kids then you'll be much more satisfied with a Prius. If however, you want a car that is more luxurious, less dorky than the Prius and a bit more engaging to drive while still giving a nod to Greenpeace at an affordable, entry lux price then Lexus may have the car for you in the CT200h. In efficiency, it easily trumps its competitors with EPA ratings of 43 mpg in the city, while matching the next best Audi A3 TDi's 40 mpg highway rating. At a combined rating of 42 mpg, the CT200h is quite literally tops in efficiency and comes close to matching the A3 dynamically, if not in outright speed. Does the CT200h live up to the sporty intent that Lexus designed it for? Not chance. The CT200h is a compromise. There's nothing sporty about a CVT (c'mon, no shift paddles?), the brakes, while effective are touchy, the electric steering has no feel and is arcade-like in its actions and I can imagine some scary moments passing slower traffic on a two lane road when flooring the throttle and getting more engine noise rather than increased speed. That said, around town the CT200h is comfortable, efficient and Lexus-luxurious. For an entry level luxury car, it effectively handles its duties. But drivers wishing for a real sporty hybrid will have to look elsewhere.

Special thanks to the Penagos Foundation for providing the tester. You rock!

Short Test - 2012 Fisker Karma

David Mullings contributes this week with a short test of the new 2012 Fisker Karma luxury plug-in hybrid.

On Monday, June 4 I went to the Land Rover Orlando dealership that also sells the Fisker Karma to take a test drive. It came about because of a business deal I am looking at and I had filled out a form on the Fisker USA website for more info. Fisker called me to find out if the Orlando dealership had called to arrange the test drive and things were set in motion. I definitely appreciated that kind of service.

My wife and 4-month old, Luke, came with me to see the car as she had never seen one in person. The dealership was detailed in explaining the car to us; 50 miles on electric and then the gas engine would kick in. The color I really wanted to see was not there, Laguna, and after a call, it was explained that the color was never made. Really Fisker? The pictures are all over the web for promo! Anyway, I asked for the color code so if I did get one I would paint it over and have the only Laguna Fisker Karma in the world (I know that hurts resale value but I'm not buying the car because of resale value).

The various interior choices were shown and all except the tri-tone glacier suede wasn't there, the one I really wanted to see. The trunk space was surprisingly big enough for golf clubs or two carry on suitcases which is perfect for me since I only travel with a carry-on and am getting into golf. It was awkward at first to see two "gas" covers", one on either side. Of course one was covering the charging connection.

Sitting inside the car felt futuristic. The diamond device where the shifter would be was interesting and it looked like things would light up when the car turned on. My wife sat comfortably behind the drivers seat with me in it and she pointed out that a car seat would fit very well in the back as well. The battery runs down the middle of the car creating a natural barrier between the left and right seats in front and back. It actually felt nice, especially in the back. I however could not sit behind the drivers seat when I left it in my most comfortable position.

Then it was time to drive.

They brought out a red Karma for me with the tri-tone eco-leather interior. The wood trim was from reclaimed wood from the bottom of Lake Michigan. They take this green stuff seriously. Having driven a Nissan Leaf, I knew to expect almost no sound when the car started but the lights around the diamond were a nice touch. The leather steering wheel felt great and the view out over the bonnet was perfect for judging the length of the car. The ride was extremely smooth and cornering proved that the suspension was up to standard for a vehicle in this price range (I've driven a Gallardo and Z06 in the past). Acceleration is claimed at around 6 seconds for 0-60mph and the feeling of all torque at once can never get old. It was a blast to floor the pedal each chance I got no matter what speed I was doing.

The coolest part was the sound that Fisker engineered for the car to make when you accelerate and decelerate. Definitely sci-fi and right up my alley. All in all the car got a ton of stares, it felt well-built, the interior was luxurious, it was easy to shift between electric and gas mode with a simple click of the paddle and get more power on tap.

Is it for everyone? Few cars that cost $110,000 are for everyone. An electric/gas hybrid? Definitely not but it does have the advantage over the Tesla Roadster that it can go much further if you run out of juice. I live two blocks from my office and 10 minutes from Downtown Orlando so I am confident that a 50-mile electric range will be fine on a daily basis for me and guess what...if I want to drive to Miami for a party on South Beach then I can.

Am I sold? Yes. If I do get one then expect a monthly update right here and long-term driving impressions.

First Impressions - 2013 Ford Fusion

2013 Ford Fusion

The mid-sized car segment has been a hotly contested part of the automotive scene for decades now. The addition of newly excellent Korean cars like the Hyundai Sonata and Kia Optima only serve to fuel competition within the segment and force long time stalwarts like Honda and Toyota to make improvements to their respective Accord and Camry models in order to fend off the newcomers. Ford was once a leader in this class when it debuted its brilliant Taurus sedan in the late 80s, which quickly shot to the top of sales charts to become Ford's best selling sedan. The Taurus was however quickly surpassed by the Japanese and despite numerous attempts to regain honors, Ford broomed the nameplate in the early part of the last decade. Taurus however would resurface in 2007 to tackle the full sized sedan segment, leaving the Mazda 6-based Fusion to compete in the mid-sized segment. After 6 years on the market, the Fusion has been redesigned under CEO Alan Mullaly's 'One Ford' concept on the same platform as the European Mondeo sedan.

Ford Evos Concept

The overall exterior design borrows heavily from the Ford Evos concept car, a striking design exercise that debuted at the 2011 Frankfurt International Auto Show. A grille design very similar to Aston Martin products (but no less handsome) frames the front end along with narrow slit headlights. Nix the Ford badge and the Fusion could actually pass for an Aston Martin Rapide. Whereas the 2012 Fusion was a bit overwrought in styling, the new model strikes a more handsome, reserved yet bold pose. The steeply raked windshield and fast roofline work to give the new Fusion a coupe-like appearance without a dramatic dent to interior volume.

2013 Ford Fusion Interior

The interior itself is a good improvement over the 2012 model. The 2013 Fusion debuts the second generation of the MyFord Touch infotainment system, with a new dashboard design, enhanced controls and a more friendly user interface that should supposedly make operating the system less of a chore. The materials are said to be first rate and while not as design-centric as say, the Hyundai Sonata, the interior is overall elegant.

Ford joins a growing number of automakers that are ditching V6 power in midsized sedans in favor of smaller powerplants. Not only will the Fusion have an all 4-cylinder lineup, but the hybrid will reappear alongside a plug-in electric version as well. The standard Fusion starts of with a 2.5 liter 4 cylinder making 170hp and 170lb-ft of torque mated exclusively to a six speed automatic on base S models. Next up will turbocharged 1.6 liter EcoBoost 4 cylinder producing 179hp and 172lb-ft of torque available with a choice of either a six speed automatic or manual transmission on SE models. Up-level Titanium models come standard with a turbocharged 2.0 liter Ecoboost 4 cylinder with 237hp and 250lb-ft of torque mated exclusively to a six speed automatic with the option of adding a rear biased all wheel drive system.

Ford Fusion Hybrid

Ford Fusion Energii

The Fusion hybrid will again be available boasting fuel economy that is poised to beat those of competitors from Toyota and Hyundai. Power for the new hybrid comes from a downsized 2.0 Atkinson -cycle version of the previous model's 2.5 liter engine paired with an electric motor, lithium-ion battery packs (details to come later) and a continuously variable transmission (CVT). Ford is touting a class leading 47 mpg city/44 mpg highway rating with the combo producing a total power output of 185hp. If a plug-in hybrid is more your thing, Ford will introduce an all new variant of the hybrid called the Energii. This model uses a plug-in variant of the Hybrid's powertrain and brings with it the ability to go short distances on pure electricity. The details surrounding this powertrain are still a bit murky, but Ford is already boasting the Energii's mpge (miles per gallon equivalent) rating as beating that of the Chevy Volt and Toyota Prius plug-in.

2013 Ford Fusion

Ford is certainly making a big splash in the midsized segment with the 2013 Fusion. With handsome styling, fuel efficient powertrains, perhaps the techy-est infotainment features and a choice of hybrid models, the Fusion looks set to take the fight to Toyota and Honda while fending off newer competitors from Korea.

Images courtesy of www.autoblog.com