2016 Lexus GS F
There have been many steps along Lexus’ path from posh to performance. The watershed one of course, was the LFA. But more recently, the IS F and RC F have helped to pick up the pace. Now there’s a new GS F for us to sample, and we’ve got a race track with many tasty turns on which to do so. Let’s see if it’s a perfect pairing for our well-seasoned palettes.
Ahh… Lexus. That purveyor of fine luxury goods that masquerade as transportation. Like any automotive brand, they’ve had their hits and misses over the years, and we’re still not sold on their current trend of putting a European performance bent to every model. But perhaps this 2016 Lexus GS F will change our opinion.
The powertrain is the same 5.0-liter V8 and 8-speed automatic transmission that has been kicking around since the 2008 IS F launched the F performance branding. But horsepower is now up to 467, and torque to 389 lb-ft.
Around Roebling Road Raceway’s high-speed twists and turns that engine sounds fantastic, even though that sound is largely synthesized. And it runs even better, with very linear feel and power delivery that seems torquier than its sibling the RC F coupe, even with identical numbers. Still, it’s nothing close to CTS-V levels of brutality.
As for the chassis, well it’s completely competent and capable, yet not much more. Roll is subdued enough, but there’s just an overall soft feel that constantly reminds you you’re in a Lexus; as does the over 4,000-lbs of curb weight with 53% of it over the front wheels.
Still, it behaves mostly neutral with some mid-corner understeer to go along with throttle-on oversteer. The torque vectoring rear differential helps to tame that oversteer by transferring power to the rear wheel that will do the most good with it. You don’t really feel it working, but you clearly can tell the difference between Standard and Track modes.
The automatic transmission performs darn near like a sequential manual when in Sport S+ mode, with very quick gear changes when the steering wheel-mounted shifters are triggered.
Brakes were also solid, run after run; without any of the mushy feeling that usually arises in Lexus performance cars after a few hard laps.
Bottom line, we’ll call it a home run; but Lexus, drop some pounds and stiffen the suspension instead of relying on electronics to improve the handling and we might really have a grand slam.
But then, the GS F is not intended as a track car. To be one, the ultra-comfortable highway ride that Lexus owners expect would surely be history.
Speaking of comfort, there’s a unique interior to enjoy as you effortlessly eat up those miles, and an incredible 17-speaker Mark Levinson surround sound system to help pass the time.
F-exclusive gauges change themes according to Drive Mode, are easy to read at speed, and feature interactive displays like a G meter and lap timer.
Other special touches include the 3-spoke steering wheel, Heads-Up Display, aluminum-trimmed pedals, shift knob, carbon fiber trim, Metallic Dark Silver paint, Alcantara leather, and sport seats.
You definitely don’t want to be messing with the remote touch controller at speed as it’s hard to be precise with even at normal pace, but the infotainment system that it controls is very comprehensive.
Room inside is plentiful, and seats are top notch front to back. The GS F even retains all of its 14.0 cubic-ft. of trunk space.
The exterior gains some aero help by way of flared front fenders with grooved liners and air extracting vents, strategically placed under-trays, larger openings in the front fascia, sculpted rocker panels, unique side mirrors, and carbon fiber rear spoiler.
The quad tips of the stainless steel exhaust system, and available colors such as Molten Pearl, will surely shake things up in the Lexus showrooms. Lightweight 19-inch wheels with 255/35 tires up front and 275/35 rubber in the rear complete the package.
You’ll have to walk gingerly on the gas pedal if you want to keep those rears from spinning up off the line, but a 4.5-second 0-60 is the result, when you do it just right.
Throughout the 13.0-seconds that it takes to complete a ¼-mile at 111 miles-per-hour, the GS F feels fiercely fast, yet still smooth and comfortable like a true luxury liner.
Likewise, shifts are about as fast as they can be without sacrificing smoothness.
Government Fuel Economy Ratings are 16-City, 24-Highway, and 19-Combined. The Energy Impact Score is just a bit worse than average at 17.3-barrels of yearly oil use with CO2 emissions of 7.8-tons.
The GS F is not exactly a performance bargain either, with base pricing of $85,390.
So the 2016 Lexus GS F may not be as big of a step up as other previous Lexus performance cars, but it is no doubt an important one. It’s well-seasoned enough to spice things up, without letting the performance flavor overwhelm the rest of the Lexus luxury dish. We predict the brand’s fans, old and new, will lap it up.
- Engine: 5.0 liter
- Horsepower: 467
- Torque: 389 lb-ft.
- 0-60 mph: 4.5-seconds
- 1/4 mile: 13.0 seconds @ 111 mph
- EPA: 16 mpg city/ 19 mpg highway
- Energy Impact: 17.3 barrels of oil/yr
- CO2 Emissions: 7.8 tons/yr
2023 Toyota Corolla Cross Hybrid
Crossed Up Corolla Gets More Efficient
Toyota offers a hybrid powertrain in just about everything they make, so it did seem odd that last year, when they debuted an all-new SUV version of their long-time best-selling Corolla, a hybrid was nowhere to be found. Well, it didn’t take long for Toyota to correct that situation, delivering this Corolla Cross Hybrid for 2023.
With prices for everything seemingly going up daily, we can all use a little more cost efficiency in our lives. That’s a mission that Toyota has been undertaking for some time now and continues to do it with this 2023 Toyota Corolla Cross Hybrid.
The Alabama-built Corolla Cross arrived just last year as Toyota’s attempt to bring their best-selling nameplate into the SUV era, and give them an additional entry into the most popular automotive segment going right now, small crossovers.
There are some RAV4 styling cues here, but the Corolla Cross is mostly its own deal, and the Hybrid is more than just a fuel efficient option, it has added performance too. So, it’s offered only in Toyota’s S line of trims S, SE, and XSE, where the standard Corolla Cross is available in base L, LE, and XLE.
There are some differences outside, most notably unique front and rear fasicas; the front with a much more aggressive look, with larger grille and blacked-out trim.
Black trim and logos in back too, along with a redesigned bumper; plus, you can optionally go 2-tone by adding black paint to the roof.
Great packaging has it feeling roomier inside than most small 5-seat utes, straddling the line between subcompact and compact. And seats are way more comfortable than your typical urban-minded utility.
In fact, the entire interior feels quite upscale, and the layout will be very familiar to those stepping up from an actual Corolla.
Those who put off buying a Corolla Cross until now will be rewarded with upgraded infotainment, as all Hybrid’s will come with Toyota’s latest 8-inch touchscreen multimedia system standard.
The Hybrid’s small battery is located under the rear seat, so there’s minimal loss of rom, with a good 21.5 cubic-ft. of cargo space available; expanding to 61.8 with rear seatbacks folded.
Getting to the heart of the matter, the Corolla Cross Hybrid’s fuel-sipping ways are courtesy of the 5th generation of Toyota’s Hybrid System which outputs a combined 196-horsepower through its trio of electric motors and naturally-aspirated 2.0-liter 4-cylinder gasoline engine. One of those motors operating strictly the rear axle for standard all-wheel-drive.
At our test track, there was a nice little chirp of the tires off the line, but that’s where the excitement ended.
So while a 7.5-second trip to 60 may not raise your blood pressure, it’s a full 3-seconds quicker than the standard Corolla Cross we tested last year. We’ll take that!
CVT automatic means engine revs and engine noise both hang relatively high throughout the whole ¼-mile, which took us 15.6-seconds to complete, finishing at a reasonable 90 miles-per-hour.
The Hybrid also gets a “sport-tuned” suspension, and indeed it felt light and nimble through our cone course, very neutral too, with no noticeable understeer or oversteer. Steering was light but still provided good feedback. With some grippier tires, this would certainly give the best handlers in the segment a run for their money.
But the real reward comes in Government Fuel Economy Ratings which are 45-City, 38-Highway, and 42-Combined. We averaged a great 43.3 miles-per-gallon of Regular; that’s a 40% increase over the 30.9 miles-per-gallon we averaged in the standard Corolla Cross last year.
But, that does come at a cost, though it’s difficult to make direct comparisons with separate trim families, but pricing starts at $29,320 for the Hybrid, about 3-grand over a base all-wheel-drive non-hybrid. Top XSE comes in at $32,400.
As influential as Toyota is in spreading the hybrid doctrine, it was indeed odd that the Corolla Cross arrived last year without a hybrid option. Smartly, it didn’t take them long to right that wrong, as it was always part of the plan, and the Corolla Cross has benefitted from it greatly. The 2023 Toyota Corolla Cross Hybrid is not just more efficient, it’s more capable, and a much better small utility all around.
- Engine: 2.0-liter 4-cylinder
- Horsepower: 196
- 0-60 mph: 7.5-seconds
- MW Fuel Economy: 43.3 MPG (Regular)
- Transmission: e-CVT
- Torque: 139 lb-ft
- 1/4 Mile: 15.6-seconds at 90 mph
- EPA: 45-City, 38-Highway, and 42-Combined