2013 Lexus GS 350
Lexus is on a mission, to shed their image of building cars that are very luxurious and high tech, but boring to drive. First came the compact IS-F, than the exotic LFA, and now they’re turning their attention to a car with wider appeal, the mid-size GS sport sedan. So, is the latest GS a Lexus reborn?
With the fourth generation 2013 GS 350, Lexus does appear to break from their luxury-overload mold. Not that the rear drive GS has been a snoozer. Truth be told, the previous GS was already fast, and more entertaining to drive than most people gave it credit for. The biggest problem was electronic, with one of the most aggressive and intrusive stability control systems on the market that quickly kept you from having any real fun. So, the fix was more of a software one than hardware. Not that the hardware hasn’t changed.
The 2013’s body and chassis are all-new. And, the sheet metal is undeniably more aggressive… at least from the front, with huge air intakes that widen towards the pavement, menacing HID headlights with LED running lights, and LFA inspired curves. In profile, the look is more familiar, with smooth sides and thick C-pillars, leading to a rear end that is tall with a trunk-lip spoiler, L-shaped tail lamps with lens mounted fins, and an aggressive lower fascia with integrated dual exhausts.
Feeding those pipes is a slightly revised 3.5-liter V6. Horsepower and torque are up marginally, to 306-horsepower and 277 pound feet; Lexus puts 0-60 at 5.7 seconds. There are no plans for a V8, but engineers added an Intake Sound Generator that sounds like one. The GS 450h Hybrid will boast 338-horsepower. A revised, paddle-shift 6-speed automatic is standard. New is drive-mode selector with ECO, Sport, and Sport Plus settings. All wheel drive is once again an option.
With all this, plus endless Lexus hype, we knew the GS would outperform its predecessor. But, on our first drive even we jaded journalists were impressed with the improved handling. This new found prowess still relies heavily on electronics however, mainly a new Adaptive Variable Suspension. To that, add Electric Power Steering, Dynamic Handling with Variable Gear Ratio Steering, Dynamic Rear Steering, and Vehicle Dynamics Integrated Management.
But, the most important difference for the new GS, is genuine feel and feedback, which in itself is game changing. Sure, even with the upgraded F-Sport Package, there are times when the car’s handling is not telegraphic, but also in un-Lexus-like fashion, you can turn all the electronic traction nannies off!
Looking around the inside of the new GS, its still classic Lexus, but with a nod to the best from BMW. High end leather abounds, with contrasting stitching on the dash. The wood and leather wheel features many controls, and can be heated. The Lexus remote touch central controller still manages most functions, but it now has a more convenient push-to-enter design. The optional nav system grows a hooded center screen from 8 to 12 inches. And, for as big as it is, it never seemed intrusive. Voice activation is included.
Gauges look 3-D with lighting that changes from ECO Blue to Angry Red in Sport Mode. Our GS Luxury was equipped with just about every amenity you could imagine, head-up display, blind spot monitoring, night vision, window shades all around, and comfortable, heated-and-cooled, 18-way power adjustable front seats. Even rear seat occupants get coddled with flip down armrest controls for heated seats, climate, and audio. Leg room is up thanks to redesigned front seats. The trunk is also roomier, due to a more compact rear suspension. Capacity is up to 14.3-cubic feet.
Government Fuel Economy Ratings haven’t been released yet, but estimates are 19-City and 23-Highway on Premium. Nor is pricing set, but when sales start in February, expect the GS 350 sticker to start about where it does now, near $48,000.
While the 2013 Lexus GS 350 is undeniably more capable and fun to drive, it still falls short of providing the absolute feedback of European and even American rivals. The F-Sport model is more serious; but outside of wheels, tires, and brakes even it relies mostly on electronics for its increased capabilities. We’re not saying that that’s wrong, but engineering “feel” is a lot harder than engineering “performance.” So, Lexus, the new GS is a big step in the right direction. Now, let’s take a few more.
Specifications
- Horsepower: 306
- Torque: 277 lb-ft.
- 0-60 mph: 5.7 seconds
- EPA: 19 mpg city/ 23 mpg highway
2024 Hyundai Sonata
Updated Sonata Continues To Deliver
Comfort and room to roam used to be core elements for attracting buyers to midsize family sedans. But thanks to SUVs, that’s not enough these days. Now, luxury, tech integration, performance, fuel economy, and even all-wheel drive have become must have sedan ingredients. And one more, value. So, let’s see if the latest Hyundai Sonata gives us all a lesson in chemistry.
The seventh-generation Hyundai Sonata midsize sedan has been on the road since 2020, and as usually happens when vehicles approach the end of their lifecycle, this 2024 Sonata gets a makeover to keep the looks fresh and electronics current until an all-new one arrives.
Standard tech includes a crystal-clear 12.3-inch digital gauge display and a 12.3-inch touchscreen for infotainment. Both are now combined into one wide curved housing similar to what we’ve seen from BMW and other luxury brands. This required a complete dash overhaul; a big interior change you can’t miss. Top Limited trim ups the game with navigation, leather seating, 12-speaker Bose premium sound, head-up display, and sunroof. It’s quite roomy inside, though maybe not quite as spacious or as comfy as some rivals with newer designs. On the other hand, rear seat legroom is very generous with long distance comfort.
There are three powertrain choices. The base front-wheel-drive SEL works with a 191-horsepower, naturally aspirated 2.5-liter I4. And for 2024, you can now add all-wheel drive to it for $1,500. The sporty N Line puts a turbocharger onto that 2.5 which boosts output to 290 horsepower, but it remains front-wheel-drive only, as does this Hybrid. The Hybrid is 2.0-liter I4 based with a 39-kW electric motor that combine for an output of 192 horsepower.
The real draw with the Hybrid is fuel economy of course, and the Government Ratings are 44 City, 51 Highway, and 47 Combined. We manage just 42.7 mpg of Regular in our driving loop, but that’s still slightly better than in our recent tests of both the Toyota Camry Hybrid and Honda Accord Hybrid. And it earns a much better than average Energy Impact Score, using 6.3 barrels of oil yearly, with 3.1 tons of CO2 emissions.
Minimal body roll and light steering had us whipping in and out of the cones with a surprising amount of speed.
The price for that great fuel economy was paid at our test track with a slow roll to 60 of 8.0-seconds. There was no sense of urgency off the line, and while the engine sounded like it was really working hard, numbers on the speedometer were slow to climb. That meter was reading only 89 mph after 16.0 seconds as we crossed the quarter-mile. On a much more positive note, the Sonata Hybrid’s true six-speed automatic transmission provides a much more enjoyable experience than competitor’s CVTs.
And the experience in our handling course was positive too; minimal body roll and light steering had us whipping in and out of the cones with a surprising amount of speed. We didn’t experience much in the way of oversteer or understeer, and stability systems stayed out of the way. In our panic braking runs, the pedal was soft, and we could really hear the ABS working overtime, but stops were straight and fade free, averaging a fine 114 feet from 60 mph.
The Sonata has always attempted to set itself apart when it comes to exterior design. That meant an awkwardly shaped “Digital Pulse Cascading” grille when this gen debuted; we much prefer the more traditional and sportier take of this update. The rear fascia also gets revised, looking both sportier and more upscale at the same time, with wide H-themed lighting to accentuate the Sonata’s width.
Pricing starts with the SEL at $28,650; adding the hybrid powertrain boosts it to $31,950, Limited comes exclusively with the hybrid engine and tops the lineup at $38,350.
Hyundai’s long-time formula for success, delivering more for less and tacking on a longer warranty than rivals, has done a great job of getting them where they are today. The 2024 Hyundai Sonata’s high value, impressive powertrain options, which now include all-wheel drive, and better than average driving dynamics, will ensure they stay a major player in the midsize sedan segment for years to come.
Specifications
As Tested
- Engine: 2.0-liter I4
- Transmission: 6-speed manual
- Horsepower: 192
- Torque: 151 lb-ft.
- EPA: 44 City | 51 Highway | 47 Combined
- 0-60 mph: 8.0 seconds
- 1/4 Mile: 16.0 seconds at 89 mph
- Braking, 60-0 (avg): 114 feet
- MW Fuel Economy: 42.7 mpg (Regular)