2009 Lexus GS 460 Sedan

New V8 engine and eight-speed automatic transmission make the GS as thrifty as it is powerful.
By Nina Russin

The Lexus GS sport sedan bridges the gap between the entry-luxury ES

2009 Lexus GS 460 Sedan

and flagship LS models. Buyers can opt for either a V-6, V-8 or hybrid powertrain, and all-wheel drive on the V6.

The LS 460, powered by the 342-horsepower V-8 and eight-speed automatic transmission is the hot performer: it accelerates from zero-to-sixty miles-per-hour in 5.4 second. But unlike many of its competitors, the GS 460 doesn’t beat up the driver. Its highly refined suspension gives the GS 460 a silky-smooth ride.

I drove the GS 460 on a recent trip back to the Midwest, where potholes reign supreme. It was a good test of the suspension, and, thanks to some winter precipitation, a chance to evaluate the car’s ride and handling on slick roads.

Ultra-low emissions and new safety technology

The V-8 engine and eight-speed automatic transmission is as notable for its thrift as its power. Choosing the larger engine usually translates to a higher cost of ownership for the driver, thanks to decreased fuel economy. But fuel economy for the V-8 in the GS is almost as good as for the V-6.

On a one-hundred mile drive between Columbus and Cincinnati, I averaged about 24.3 miles-per-gallon: slightly better than the EPA estimate of 24. Driving around town, the average was about 21.7 according to the car’s fuel meter. That’s a significant improvement over the twenty mile-per-gallon EPA figure.

Two technologies allowed engineers to maximize fuel economy and achieve an ultra-low emissions vehicle certification: variable valve timing, and the new eight-speed automatic transmission.

Variable valve timing changes the duration during which the valves stay open to match the terrain and driving habits. The valves can stay open longer to add power, or close earlier to save gas when cruising at a steady speed on a flat road.

By creating some valve overlap between the intake and exhaust strokes, engineers add more power and also clean spent fuel out of the engine cylinders to reduce toxic emissions.

The eight-speed transmission closely matches gears to engine speed, which has a significant effect on fuel economy. Large overdrive gears make the engine much more efficient at steady speeds.

While driving close to eight miles-per-hour on the highway, the engine rarely revved above 2200 rpm. The tachometer will spike when the driver accelerates hard, but it’s easy to merge into highway traffic without topping 2000 rpm: that saves a lot of gasoline.

Adaptive headlamps and pre-collision

Two safety technologies that debuted in the flagship LS sedan have made their way to the sporty GS: adaptive headlamps, and pre-collision. The headlamps react to steering inputs to light the corner of the road the driver is moving towards.

I love this feature more for what it does to protect pedestrians than the driver. As a runner and cyclist, it’s nice to know that the driver can see what’s on the side of the intersection.

The pre-collision system helps drivers avoid accidents by monitoring the vehicles in front. A radar sensor calculates the distance between the driver and the vehicle ahead.

If the sensor determines that a collision is unavoidable, the on-board computer automatically changes the suspension to a stiffer setting, and primes the brake assist to brake hard as soon as the driver touches the pedal. It also preemptively retracts the seatbelts to keep the passengers in place.

The GS comes with Toyota’s vehicle dynamics integrated management as standard equipment. The system integrates antilock braking, traction control, stability control and brake assist to help the driver maintain directional control on a variety of road surfaces and weather conditions.

As luck would have it, our final highway drive came during a typical winter storm: what started as rain turned to sleet and then snow. Since this was during the Thanksgiving weekend, traffic was thick, and drivers’ minds weren’t always on the road. In addition to a fatal crash, we witnessed several multi-vehicle accidents, one of which took out a good chunk of guard rail,

The GS handled as if it was on a dry road: no skidding, no loss of braking control, and no hydroplaning, even when there was a fair amount of standing water.

Navigation and rearview backup camera

The test car came with an optional navigation system, that also includes an audio upgrade and rearview backup camera. The navigation works using either touchscreen or voice controls, with maps displayed on a screen in the center stack. While the system has a lot of capabilities including searching by points of interest, I found it difficult to use.

Using the touchscreen, one has to first select the appropriate multi-state area, then follow some rather unclear commands to locate something as simple as an airport. Press the wrong button, and the user has no choice but to go back to square one. It almost seemed to be more effort than it was worth.

On the other hand, the rear backup camera is a great feature, especially for those who do a lot of city driving. The camera displays a wide-angle view to the back when the car is in reverse. It makes it much easier to parallel park in tight spaces, and to figure out where the rear bumper is when backing into a space in a parking garage.

I was able to slip the GS into a parallel parking spot with about six inches between my bumpers and the vehicles in front and back. The passenger and driver’s side mirrors also tilt down when the car is in reverse, making it easy to see how far the wheels are from the curb.

Seamless ride and handling

It’s a crime against humanity to have a car with the ride and handling of the GS, and not take it on at least one winding road. A control on the center console shifts the standard adaptive suspension between comfort and sport modes: the sport mode keeps the car flatter in the corners.
 
An optional active stabilizer system ($3000) reduces body sway to improve the car’s cornering. Eighteen-inch wheels with optional all-season run-flat tires don’t hurt either.

Engineers use an electric power steering system in the GS: the same as the system in Toyota and Lexus hybrids. The electric steering pump is lighter and more compact, saving weight and gasoline. It also eliminates the need for a power booster, that can wear down over time and leak fluid.

The system provides plenty of assist at low speeds, while maintaining a positive on-center feel on the highway. A thirty-four foot turning radius makes it easy to do the occasional U-turn.

Four-wheel disc brakes with four channel antilock braking stop the GS in a firm linear fashion. The GS has a brake-by-wire system: another move to eliminate heavier mechanical parts that wear out over time. While some electronic systems tend to be grabby, the GS brakes perform very much like well-tuned mechanical systems.

Spacious interior

By pushing the wheels to the corners, engineers created an exceptionally spacious interior for five passengers. Both the driver and front passenger have heated seats with multiple adjustments, and memory for up to three people. Dual-zone front climate controls allow both the driver and passenger to stay in their comfort zones.

My mother, who can find getting in and out of some cars challenging, was impressed with ingress and egress to the back seats. The doors open quite wide, and the seats, while low, aren’t difficult to climb out of.

Quiet interiors are something Lexus excels at, and the GS is no exception. There’s a minimum of road noise, despite the low profile tires, and no noticeable wind noise around the windshield or side-view mirrors. As a result, it’s easy for both rows of passengers to converse on the highway.

Mark Levinson, a manufacturer of high-end home audio systems, supplies the upgraded systems to Lexus. The optional Mark Levinson system in the GS is outstanding. Since the option also includes navigation and rearview parking assist it’s an expensive package: about thirty-six hundred dollars.

One Achilles heel

The trunk of the GS is its only Achilles heel: at least for anyone who has to haul large cargo. It’s quite long, which makes it good for luggage and golf bags. But the aerodynamic profile of the sedan prevented designers from making it very deep.

When we tried to put my mother’s folded walker inside, it wouldn’t fit. Since the same walker fits just fine into her friend’s Prius, we were a bit embarrassed. If the trunk isn’t deep enough  to hold a folded walker, any type of bicycle would be out of the question. The trunk’s best feature is the standard first aid kit mounted to the right of the lid.

Base price on the GS 460 is $53,320, not including a $825 delivery charge. All new Lexus cars come with a four-year bumper-to-bumper warranty that includes forty-eight months of roadside assistance.

Likes: A fast, responsive sport sedan with exceptional fuel economy, segment leading safety and ultra-low-emissions vehicle certification.

Dislikes: Touchscreen controls on the optional navigation system are hard to use. The trunks isn’t deep enough to hold some large cargo.

Quick facts:

Make: Lexus
Model: GS 460
Year: 2009
Base price: $53,320
As tested: $65,665
Horsepower: 303 Hp @ 6200 rpm
Torque: 274 lbs.-ft. @ 3600 rpm
Zero-to-sixty: 5.4 seconds
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: Standard
Bicycle friendly: No
Off-road: No
Towing: No
Fuel economy: 17/24 mpg city/highway
Comments: The V-8 engine in the GS 460 requires premium fuel.

2008 Nissan Altima Hybrid

By Nina Russin

Last year, Nissan rolled out a hybrid version of its Altima sport sedan. The hybrid, one of three Altima models, uses an electric motor to boost fuel economy and enhance power from the car’s four-cylinder engine. A nickel metal hydride battery recharges on the go using heat from the brakes, so the hybrid never needs to be plugged in.

While sustainability is always an admirable goal, some hybrids are better than others. In the hybrid universe, the Altima is definitely a top third contender. Its power is as good if not better than the other Altima models, and fuel economy is significantly greater: about 34 miles per gallon on average.

Engineers substituted an electric air conditioning compressor for a mechanical one. Since the compressor runs independently of the engine, it keeps the car cool when the engine cuts out at traffic lights. Kudos to Nissan for doing heat soak tests in Phoenix, where car interiors reach about 135 degrees in mid-July.

Maintaining and driving the car is virtually identical to the gas-powered Altima, except with fewer stops for fuel. Estimated range for the twenty gallon gas tank is seven hundred miles. The low compression engine runs just fine on 87 octane gas.

Starts with a whisper

One thing I love about hybrids is that they can run solely on electric power. Since I like to hit the trailhead super early to avoid the summer heat, it’s nice to know that I’m not waking up the neighbors when I turn on the ignition.

The Altima runs in electric vehicle mode during idle and at low speeds. When the driver accelerates beyond parking lot speeds, the gasoline engine takes over, and the electric motor shuts off. The electric motor restarts when power demands are high, such as accelerating onto a freeway, or powering up a steep hill.

Since electric motors develop peak torque at extremely low speeds, the Altima hybrid can accelerate extremely hard: a boon coming out of a crowded tollbooth. A power display in the gauge cluster tells the driver the status of the electric motors and battery charge.

A continuously variable transmission eliminates shift shock, providing seamless performance at any speed. One of the nicest things about the Altima hybrid is how pleasant it is to drive: it is as quiet and responsive as many more expensive sport sedans.

Engineers did an excellent job of balancing off the extra weight of the battery pack in the rear: front to rear weight balance feels identical to a gas powered car. The four-wheel independent suspension is compliant without feeling mushy, and the four-wheel disc brakes stop the car in a smooth, linear fashion.

Ground clearance is just over five inches, enhancing the Altima’s high-speed highway performance, but making the car unsuitable for off-road driving. A smooth graded dirt road is as far off the beaten path as I’d want to take it.
Although the Altima is a front-wheel drive car, it shows very little tendency to oversteer. Response from the rack-and-pinion steering is excellent at all speeds, as is the car’s on-center feel.

The Altima suffers from the same thick rear pillar that plagues many current models. The side mirrors do a good job of compensating when the car is moving forwards, but the rear pillars create a unnecessarily large blind spot when backing into a parking spot.

Well equipped interior

The Altima comes with most of the features its buyers will want, and a few they might not expect. Keyless ignition is standard. The driver can unlock and start the car without removing the key fob from his pocket.

A tilt and telescopic steering column allows small drivers to maintain a safe distance from the front airbags. There are two, twelve-volt power points, and enough cup and bottle holders to drown an army of triathletes. Both rows of passengers get overhead reading lamps. Dual-zone climate controls keep both front passengers comfortable.

The glovebox is large enough to stash a purse or small pack. There are two other large storage bins up front: a two-piece bin in the center console, and a covered bin for storing compact discs at the base of the center stack.

A premium package on the test car adds leather trim, heated front seats, a six-way power driver’s seat, satellite radio, MP3 and Bluetooth compatibility, redundant steering wheel audio controls, rear air conditioning vents, automatic headlamps, heated side mirrors, and speed-sensitive volume ($4400). Base price on the hyrbid is $25,070. Options and delivery charges bring the sticker on the test car to $30,375.

I was impressed with the amount of head, shoulder and legroom in the second-row seats. Though the tunnel through the floor limits legroom in the center position, tall men should be quite comfortable in the outboard seats. Though the lumbar isn’t adjustable, I found both the front and outboard rear seats to have excellent lower back support.

Very small cargo area

The Altima’s cargo area is its Achilles heel. While the gasoline models have a huge trunk with a pass-through for extending the floor, the hybrid has a barely adequate trunk. Because of the battery placement, the trunk has ten cubic feet of cargo space: enough to hold a couple of average sized pieces of luggage or some groceries. Needless to say, it does not meet our bicycle friendly standards. Towing capacity is a thousand pounds: well below our ALV minimum.

Standard safety

The Altima hybrid received five-star frontal and side impact crash test ratings from the National Highway Traffic Safety Administration. Standard safety features include front, side and side impact airbags, front head restraints, four-channel antilock brakes, vehicle dynamic control and traction control.

The Altima Hybrid is currently rolling off the lines at Nissan’s Smyrna, Tennessee assembly plant.

Likes: A spacious sport sedan with seamless performance and excellent fuel economy. Driving range on a tank of gas is about 700 miles.

Dislikes: Trunk is too small for many buyers with active lifestyles.

Quick facts

Make: Nissan
Model: Altima Hybrid
Year: 2008
Base price: $25,070
As tested: $30,375
Horsepower: 158 Hp @ 5200 rpm
Torque: 162 lbs.-ft. @ 4800 rpm
0-60 mph: N/A
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: N/A
Bicycle friendly: No
Off-road: No
Towing: No
Fuel economy: 35/33 mpg city/highway
Comments: Base price does not include a $625 delivery charge.