2008 Lexus GS 350 AWD Review

Specifications

When the engineers and designers over at Lexus, the luxury division of Toyota Motor Corporation, were handed the challenging task of coming up with a car to compete directly with the likes of the BMW 5-Series and Mercedes-Benz E-Class, they could hardly refuse. It was an exercise of surgical precision and extreme attention to detail, characteristics that the Japanese have always curiously possessed. It’s exactly these finely tuned inherent traits that spawned the intricate detailing in origami, not to mention the visual and oral delicacy of sushi. So with skills like these, you wouldn’t be wrong in thinking that they’d be able to build a Japanese 5-Series or E-Class just as easily as they can serve up a dish of salmon sashimi with wasabi and pickled ginger on the side. Well, it probably wasn’t quite that easy, but the Lexus GS that resulted from their efforts certainly makes the art of driving easy. Like Japanese food, it’s not for everyone. But for those who like it, they really like it a lot. And for those who are willing to try, well, the rest is history.

We first got a taste (no pun intended) of the Lexus GS back in 1992 when it appeared as a ‘93 model. In 1998 the GS underwent a total makeover, and in 2006 the current third generation GS was introduced. Back in 2006, two models were available. The GS 300, with its 3.0-liter V6 that was good for 245 horsepower and 230 lb-ft of torque, and the GS 430, with its 4.3-liter V8 that produced 300 horsepower and 325 lb-ft of torque. These two engine choices played a significant role in the decision-making processes of 2005 (and older) Lexus GS owners wanting to upgrade to the all-new 2006 model design, because the V8 engine was the exact same unit as before and the V6, although seeing a 25 horsepower gain and a 10 lb-ft of torque increase, was still a 3.0-liter V6 and not as powerful as the 3.5-liter V6 then available in Toyota’s Avalon. If a 2005 GS owner was looking to upgrade, it would have more likely been for the Lexus L-finesse design language as first seen in the LF concept cars and/or for the all-wheel drive setup. Both were all-new for Lexus at the time, and the 2006 GS was the first vehicle to offer both benefits. Things took a dramatic change for the better in 2007 when an all-new V6 model was introduced. As the badge suggests, the GS 350 is powered by the same 2GR-FSE engine (Ward’s 10 Best Engines, 2006-2008) as the tire-scorching IS 350 (which was launched in 2006), making a very respectable 303 horsepower and 274 lb-ft of torque from a 3.5-liter 24-valve direct injection V6. For the record, that’s just 3 horsepower/lb-ft of torque short of what’s available in the IS. More significantly, that’s a 58 horsepower advantage over its predecessor, and three (or thirteen in 2007) more than in the V8. Like its younger sibling, the midsize GS 350 is no slouch. It’s extremely quick on its feet, despite packing on an additional 268 pounds of heft, with 60 mph from standstill arriving in just 5.8 seconds and 14.3 seconds needed to hit the quarter mile mark. It’s good for a top speed of 130 mph, which is electronically limited of course. These numbers, except for that curb weight comparison, refer to the AWD-equipped model, in case you’re wondering. And impressive figures they are, considering a GS 350 with AWD weighs in at 3,965 pounds, which is 170 pounds heavier than a base GS with rear-wheel drive. With all the rain (and snow in mid-April!) we’ve been experiencing in town, it makes complete sense to fork out the extra $1,950 for the all-wheel drive system, which is a very small price to pay considering that a certain brand (I won’t mention any names) charges $2,200 for four-wheel traction.

The GS 350 has plenty of power on tap, and even more throttle response can be had with the ECT (a Super Electronically Controlled Transmission, in fact) switched over to PWR mode (there’s also a SNOW mode, for slippery conditions) and the gated transmission lever shifted over from D into S mode. Unlike other Sport programs, it’s clever enough not to hold gears at high revs when you’re just cruising along with your foot off the throttle, in order to preserve its premium unleaded fuel, but always ready to go again whenever you are. Its a slick-‘n-smooth shifting automatic that features close-ratio gearing that’s so quick that it almost mimics the trick automated dual-clutch shifters found in VW’s DSG-equipped GTIs, but this is a full six-speed automatic. With all this fancy gadgetry on board mated to such a gem of an engine, it becomes even more tempting to press petal-to-the-metal at every stoplight, leaving just about every car behind. And here’s where the AWD system really comes in handy. Varying power distribution from a rear-wheel biased 30/70 (front/rear) torque-split under normal circumstances to a perfect 50/50 depending on the road conditions, it helps put all 303 horsepower to the ground with absolutely no wheel spin off the line, in the dry, resulting in sprints that’ll put anything getting to 60 mph slower than 5.8 seconds to shame. Now that’s the second time I mentioned it, isn’t it? Yes, this car’s unassumingly fast.

Unassumingly? Well, there’s an entirely different side to this ball game that I’m about to explain. You see, lots of power, fast acceleration, and quick-shifting trannies spell B-M-W just fine, but we’re talking about a Lexus here. The GS 350 AWD handles predictably, but with excessive tire squeal coming from its non-stock winter tires (the standard V-rated all-season run-flats should help relieve this issue). And while the suspension isn’t BMW-stiff, it’s extremely comfortable and suitable for long distance hauls, coddling the driver and passengers in its soft and supportive perforated leather seats. Upon arrival, occupants feel relaxed and not even having experienced the feeling of being in a car at all, remembering the A to C, but not the B. There’s another side to this equation, however, in that the GS lacks a personality, if you will; like pale, cool, and clammy skin (signs and symptoms of shock), the car is emotionless as if Lexus engineers have restricted the flow of emotion into the car’s mechanical components. The interior is quiet, whisper-quiet, actually, like in a library – after closing. Adding to that are the heated/cooled seats and the amazing 14-speaker Mark Levinson audio system, both optional, that altogether contributes to a nice and cozy environment. To sum it up, after ingesting a sizable meal at the restaurant with a few friends, we can all appreciate the soft-tuned comfortable suspension, preventing any unwanted jiggling of the intestines. But later that night when returning home, I can throw the car hard into a corner at take-me-to-jail speeds and come out looking like a pro. It’s quite capable around corners, actually, even though the partially sporty suspension doesn’t quite suggest that it is. For some reason, however, the front end lifts up abruptly during full throttle urges before settling to steady city limit speeds. This character somewhat conflicts with the Lexus philosophy of a smooth, quiet, and refined drive, leading me to suspect that the GS has suddenly got Multiple Personality Disorder (MPD). Maybe this Lexus needs to take a trip down to see the friendly psychiatrist, or even better, if Lexus engineers could make the AVS (Adaptive Variable Suspension) from the GS 460/450 h standard, we could all be a little happier.

So it sounds like I’m complaining a lot, but, to be honest, I was initially really hard-pressed to find anything wrong with this car. I first noticed the comfy transmission-tunnel right leg rest for the driver. Visually, it protrudes like a large pimple out of the lower center console area near the floor, but it doesn’t interfere with driving at all. At night, you’ll be treated to LED lighting galore. There are white LEDs in the map/spotlights for the front/rear occupants, overhead center console, overhead steering wheel (!), front/rear footwells, armrest storage console (!), glovebox, side door pockets, rear license plate, rear tail/brake lamps (red), side-mirror turn signals (orange), side-mirror puddle lamps, and door-mounted puddle lamps. You’ll come across LED technology in places you’d never expect to find illuminated, including a feature that lights up the interior cabin as you approach the vehicle. It all sounds pretty neat and definitely worthy of being featured on Science Channel’s Beyond Tomorrow, but with our GS’ all-black leather interior, the white LEDs don’t illuminate quite as well as the traditional yellowish-colored lighting – but it’s all very cool nonetheless and a welcome sight indeed.

Speaking of which, those orange-colored LED side-mirror turn signals are new for 2008. Now there’s really no excuse for other drivers not being able to see your blinkers as you change lanes or merge into traffic. Equally as useful is the hidden switch compartment that serves to tidy up the interior cabin. It’s primarily designed to hide away “set it once and never need it again” switches, but you might not know that for 2008 there’s an update (eureka moment here). The gas and trunk release buttons now reside outside of the hidden compartment and below it all on their own, which is great since these were the buttons I used most often (the latter far more often than the former, thankfully) during the course of the week. And I’m sure you’ll greatly appreciate not having those two buttons hidden as much as I did.

Referring to Lexus’ slogan, I’d like to call the GS “The Pursuit of Silence,” since everything about it is so quiet. The windshield wipers barely make a sound, the auto-closing trunk lid shuts itself with a soft electronic motorized tune, and even the doors close with a solid thunk that could hardly disturb a squirrel at rest. Lexus has paid careful attention to the details; like diligent students, they’ve studied all night, done their homework, passed the midterm, and aced the finals. Lexus also has the best high-res GPS nav screen / backup camera I’ve ever encountered, tied with Audi’s top-tier interfaces and light years ahead of BMW. In fact, the best part is you don’t even need to confirm “OK, I agree” to use the GPS system (only a “caution” screen displays briefly upon start up), but you can’t program destinations while driving. Well, you can’t always win, right?

Where the Lexus GS 350 might really disappoint some would-be owners is in the trunk; it has a cargo volume of only 12.7 cubic feet, which translates to a smaller-than-average-sized trunk for this midsize class. To give it a bit of perspective, and to see where I’m coming from, the BMW 5-Series has 18.4 cubic feet, the Mercedes-Benz E-Class has 19.1 cubic feet, and even the Acura RL manages 13.1 cubic feet. And to make matters worse, the rear seatbacks don’t fold down, although there is a lockable pass-thru for skis and such. Just remember to take the RX 350 if you’re planning on carrying large or long items. What I found quite fascinating was the small, single trunk light that looks like it belongs in the glovebox compartment. It has an on/off switch that’s the first I’ve ever encountered in a $46,000 luxury sedan. If I flip it on, will it stay on while parked and drain the battery? Hearing what happened to Dan Heyman’s Mazda MX-5 last week, I’m not about to find out. But then again if I didn’t I wouldn’t be doing my job. So, after leaving it on I peeked through that lockable ski pass and found out that it did actually shut off when the trunk lid was shut – good. I also could have felt the light for heat, but where’s the fun in that?

Also worth mentioning is the fact that the GS will only accommodate four drinks at most (two in the front, two in the rear), and that the cupholders are quite shallow and are not very keen on securing your drinks in place. In fact, there are cupholders right next to the gear lever. Not a good idea if you’re prone to spilling your morning coffee. Inside, you may find that there’s a lack of interior storage space, as the flip-out side door pockets aren’t really wide enough for those water bottles, either. The gauge cluster is cool, bright, and modern-looking; however, it does reflect light to a certain degree (if that bothers you) and its all-white (no contrasting colors) hue takes a few milliseconds longer to determine what your speed is at a quick glance while driving; at least it adapts to its surrounding lighting conditions relatively quick. And during hot summers or cold winters, you may find that the heated/cooling seats are not quite hot/cool enough. That is, if I want level 3 (max), I want it to burn or freeze my buns and back until they set on fire or go numb. In an Audi, Lexus’ interpretation of “max” would also be at a level 3 – but out of 6. Again, sticking to the Lexus philosophy, it’s better to play on the safe side of the game, and at that it has succeeded.


During everyday driving, I found the front/side/rear parking sensors to be a tad overly sensitive to rain and cars passing by too closely. Even pedestrians traversing the crosswalk falsely triggered the Lexus Park Assist, warning the driver to steer away from impending “danger.” Slightly annoying, but at least it didn’t happen too often. And my biggest gripe is “what’s a cassette player / tape deck doing in a car in 2008?” I haven’t touched one in more than a decade, and I could have thought for a second that it was a dock for my PDA. No such luck here. I suppose this speaks to the GS’ target clientele, which, no doubt a few years older than I, might still have a collection of James Last Hammond A Go Go tapes lying around.

But now you might be under the impression that the Lexus GS 350 has mixed feelings. Think of it this way, if you’ve always wanted a Mercedes-Benz but wished that it had a small dose of BMW in it, the GS is your ride. And on top of that, you’ll get Lexus reliability and an impressive 6-year / 70,000-mile powertrain warranty. The GS 350 comes very well equipped for the price, with standard features that are optional in its German rivals. Our GS 350 AWD starts at a cool $46,100 and includes standard features such as a power tilt and telescoping steering wheel, 10-way power adjustable driver’s and passenger’s seat with 3 individual memory settings for each side, heated front seats (cooling is extra), auto-dimming rear- and side-view mirrors, bird’s eye maple wood trim, P225/50 17-inch 7-spoke aluminum alloy wheels, power-folding and heated side-view mirrors that have integrated LED turn signals, adaptive HID headlamps that feature headlamp washers, 10 airbags (including two for the knees), a rear-view mirror integrated garage door opener (x3), and proximity sensing keyless access and push-button start. If you wanted some, or dare I say all of these features in a BMW 535xi, you’re easily looking at forking out at least a clean $10,000 over the GS’ base price. And considering the fact that a base 535xi starts at $51,600, well, spend wisely. Our tester was almost base and didn’t feature such optional extras as the Mark Levinson audio system and wood trim on the steering wheel and shift knob. But take my word for it, the stock 10-speaker Lexus Premium audio system will do more than just surprise.

Decisions, decisions… have you made up your mind yet? The GS 350 AWD is an all around great car. It’s a bargain considering what it is. It’s reliable, fast, quite entertaining to drive, quiet, relaxing, and elegant in design. It’s no German saloon, that’s for sure, but it isn’t trying to be one either. Like sauerkraut and sausages vs. gomae and beef teriyaki, there’s a wide gap yet a fine line dividing the two. They’re both very different, yet very tasty. I’d say, just follow your taste buds and give the GS a try. I’m sure you’ll be impressed.