The wind is blowing in a different direction now. No, don’t get us wrong we are not reporting the weather of any place, we are talking about the representation of Horacio Pagani’s seven years of hard work, which has shaped as the 50th-scale aluminum 2012 Pagani Huayra. The project was long known as the C9 but after the fruition at his workshop, it’s the “Huayra”, which is the name of a god of wind in the Andes. The name absolutely personifies what a car powered by a twin-turbo V12 engine and having a top speed of more than 200 mph is capable of doing.
Pagani got great success over the decade with their outrageous design sense, and with 2012 Pagani Huayra the company hasn’t tried anything different. The company has extensively known as the company which is utterly different from the other automakers in the market. The most prominent model from Pagani is the Pagani Zonda, and despite its immense success and prominence the Horacio Pagani has claimed that their new car is completely different from the Pagani Zonda.
The God of Wind
We are more than happy to see that the 2012 Pagani Huayra is utterly different from the prominent Pagani Zonda, we can say that the car is a lot more than just the evolution of the Zonda, though. And it becomes pretty apparent when you look under the hood of Huayra, where now you’ll find an AMG-tuned twin-turbo 6.0 ltr Mercedes V12 engine rather than the Zonda’s 7.0 ltr Mercedes V12 engine.
The turbo V12 engine of the 2012 Pagani Huayra generates a totally different engine note from the naturally aspirated howl of the Pagani Zonda’s V12 engine. The engine is comparatively discreet at idle, having a huge bass note from the exhaust. But upon starting the engine makes its presence copiously clear, by generation a jetlike roar, which is clearly audible in any environment you take the car. The engine is comparatively less exciting than the glitzy V12 engine, but at the same time is obviously forceful. Horacio said that he wanted the Huayra to deliver the feel of a dominant airplane on take-off.
Meant For Speed:
All through the development of the 2012 Pagani Huayra, there has been rumors regarding the transmission selected for the car, but Pagani decided to fit an automated manual system for the car which is ideal for a race-bred car like Huaya, but at the same time he came to know that the dual clutch gearboxes of the car are still limited by their torque capability. So, finally the Huayra comes with a quick-shifting single-clutch automated manual transmission, which is pretty much like the one that we’ve seen in the Lamborghini Gallardo LP570-4 Superleggera and Audi R8 5.2 FSI. The car comes with a 212-pound, 7-speed transmission built for Pagani by XTRAC, which also provided the transmission for the Pagani Zonda R.
At present, Horacio Pagani has not disclosed anything about the performance of 2012 Pagani Huayra, and has been heard saying “Maximum speed of the car is not our primary concern.” But still he has mentioned that the car has touched the 230 mph mark in our testing. So, what about 0 to 100 km/h (62 mph)? Pagani has recorded this timing as 3.3 secs, which we would say is rather impressive.
The Future of Floridity
For Pagani, we would say that the 2012 Pagani Huayra is one step into the future, the Pagani Zonda was priced at $320,000, about a year ago, but the Huayra now will be having a price tag of around $1.4 million, and that too is for the version that will be having the standard engine.
It’s pretty true that finding customers for such expensive cars won’t be an easy nut to crack, but Pagani is hopeful that the access to some new markets like US and China definitely will make a difference. He even is getting ready to build a completely new production facility this year. So fasten your seatbelts and get ready to ride the “God of Wind”, the 2012 Pagani Huayra.
For years, the Lexus GX460 has been ridiculed, as was a dinosaur in the age of crossovers. Lexus has responded with this new GX and it looks better than ever, but the real question is, is there still a use for these massive truck-based SUVs?While General Motors has been ridiculed for creating numerous versions of one model, Toyota has been able to get away with it for years. For example, the Toyota Camry has a big brother, the Lexus ES350, as the two are one in the same, just with a few more leather bits sprinkled on.
The Lexus GX460, a gilded up version of the Toyota 4Runner, has been accused on doing the same crime and in all tense and purposes, should be convicted. Both of these models have been redesigned for 2010 and both use the same underpinnings, but just like ES to the Camry, Lexus has softened things up in the attempt to hide the Toyota’s tough man exterior with wood, leather and more toys than one could ever imagine.
Back in 2003, the GX was loved for its versatility and that typical Lexus refinement, but this is 2011. The question now becomes; have things changed for the big sort off-road Lexus?
In today’s America, the truck-based SUV is a rare side, almost as much as a jogger on a warm summers day. Those that once horded these vehicles have turned to crossovers, leaving these off-road beasts in the dust. Lexus, apparently aware of this, only expects to sell around 14,000 of these machines a year. Is this a feasible goal for the Japanese automaker, or are they blowing hot air?
Well, from an exterior design standpoint, the GX460 could very well be five years old. That being said, it still looks rather good. Those massive rear-arches give the GX460 a large, butch look that helps it stand out in a crowd and makes the RX whimper. Yet, those bulbous additions have barely made a dent in the overall dimensions of the GX. The wheelbase has stayed the same and the overall length has only extended outward by 0.2 inches.
It’s inside that the Lexus GX460 gets it’s largest overhaul. The cabin is bathed in leather and wood that helps it give off a luxury look that is unmatched in the truck-based SUV segment. As one would expect, the fit and finish is stunning and there are more toys for one to play with than a Best Buy. There are 10 airbags plus driver aids such as lane-departure warning, a driver-attention monitor, adaptive cruise control, intelligent high beams, active front lighting, pre-collision braking, and multifunction cameras, if equipped.
If one wants to join the big leagues, Lexus offers up an optional navigation system with an eight-inch touch screen and a 17-speaker Mark Levinson sound system. The cabin is very quiet and the speakers give off a beautiful sound, although there is a tiny rattle coming from the rear speaker.
The front seats, which are heated and cooled, caress the body like no other. One can easily sit in them on a 12-hour road trip and be perfectly comfortable. The same goes for the back seats and if it gets cold, those are heated as well. Overall interior volume is rated at 130 cubic feet, down from the 154 in the GX470, not that anybody is going to notice the reduction, in the first two rows at least. The third row, sadly, is best left for tiny children, as getting in and out could damage ones spine. The seats in the rear are raised by the press of a button in the cargo area, which is opened by a massive sideways opening door. The rear-glass can be opened separately, but it won’t pop open with the press of a button, so loading on groceries might be tricky if the hands are full.
New for the GX460 is a 4.6-liter V8 that has been connected to a silky smooth six-speed automatic transmission with sport shift option. The engine pumps out 301 horsepower and 329 pound-feet of torque, which is higher than the old 4.7-liter V8, but still not industry leading. Considering the GX460 tips the scales at 5300 pounds, acceleration is decent, and actually quite good. Lexus claims the SUV will hit 60 miles per hour in 7.8 seconds and it’s hard to doubt them on this, but it certainly doesn’t feel like it at times. Towing capacity remains at 6500 pounds and over a weeks driving, the Lexus managed 15.1 miles per gallon.
What makes the Lexus GX460 worth buying is its off-road ability, something that, to be honest, most buyers won’t ever use. Still, it is neat and it works rather well. Lexus has given the GX standard electronic stability control, hill-hold assist, and the ability to raise and lower the vehicle and hill-descent control. It also comes with low range that will allow one to climb the green hills of California. The GX does have full-time four-wheel drive that gives stunning grip off the line. Snow and ice have been coming down for ages now and going up steep hills is never a problem.
On normal roads, ride quality is fairly good, but not great. The GX comes with “Kinetic Dynamic Suspension System” that can adjust the stiffness of the anti-roll bars for better cornering and more wheel articulation off-road. The Premium model comes with adjustable dampers with comfort, normal, and sport settings. Each setting works well and only normal is worth anything. Sport is too jittery and comfort makes the GX feel like a leather-laden boat.
After spending a week in the Lexus GX460, it’s clear that they attempted to separate the model from the 4Runner. The GX has its own unique design and is packed full of enough luxury to make the Toyota blush. Yet, despite its separation, the GX lags behind the competition in numerous areas.
The driving experience is a bit disconnected and the power just isn’t there at times when one really needs it. Lexus has done everything that they do well in the GX, such as build quality and fit and finish, but they have also forgotten how to make a vehicle interesting. As an everyday driver, the 2011 GX460 is decent, but it will never excite owners and that is why it would hard to recommend this over the BMW X5 and Audi Q7.
Be sure to check out the gallery being uploaded very soon.
Gone are the stickers and the camouflage, the wild spoilers and the additional XXL high-beam lights, the roll cage and the stripped-out interior. The gleaming white wonder posing in pit lane at the Nürburgring Formula 1 circuit looks like a distant relative of the race car that competed in the twenty-four-hour endurance run earlier this year. What we see here - four weeks prior to the official launch at the Tokyo Motor Show - is the first undisguised production car, one of only 500 LFAs to be made, estimated to cost a breathtaking $350,000 to $400,000. This dramatically different Japanese sports car combines high technology with maximum user-friendliness. It is a blend of extreme engineering and exquisite craftsmanship, top-notch performance and easy accessibility, uncompromising driver involvement and total control. There are more powerful and faster sports cars out there, but very few deliver their talents in a more focused and more emotional manner than the new Lexus flagship.When development of the LFA started in the Toyota skunk works some nine years ago, the idea was to create a new high-end aluminum-spaceframe sports car that would feature a V-8 or a V-10 and, most likely, a dual-clutch transmission. But the brief kept changing as the project was transferred from Toyota to Lexus, where light weight became a higher priority. Chief engineer Haruhiko Tanahashi remembers why: "We knew we had to challenge the best in terms of performance, handling, and roadholding. But under the Lexus brand, we also needed to emphasize refinement, comfort, and style. Since these elements are not exactly weight-neutral, the whole approach had to be reconsidered at a point in time when the project was already two-thirds down the road." At that late stage, the LFA team switched to a molded-carbon-fiber unibody structure, an automated-manual gearbox, and an innovative ten-cylinder engine intended to be as light as an eight and as compact as a six. Despite these efforts, the 3263-pound Lexus doesn't quite match such lightweight rivals as the 2975-pound Ferrari 430 Scuderia or the 3175-pound Porsche 911 GT2.The carbon-fiber center tub did save 220 pounds and is four times as rigid as the previous spaceframe design, and it also taught Lexus some valuable lessons with regard to future higher-volume production concepts. Using heavily modified, laser-equipped Toyota looms to weave the fibers in new high-strength patterns, the Japanese created a very stiff passenger cell composed of three moldings. For maximum strength and rigidity, embedded aluminum collars were developed to attach the front and rear subframes. To achieve the desired 48/52 percent front/rear weight distribution, the engineers opted for rear-mounted radiators and a transaxle, and they set the front-mounted engine back in the chassis. A torque tube connects the V-10 engine to the automated six-speed transaxle. In the front, the LFA relies on an aluminum-intensive control-arm suspension and compact springs; low-friction dampers with remote fluid reservoirs; and a tubular antiroll bar. In the rear, we find a multilink arrangement consisting of four transverse arms, a compact upright, and a pair of angled springs and dampers. The tires are asymmetrical-tread twenty- inchers by Bridgestone, 265/35 in the front and 305/30 in the rear.As one would expect in a car that'll cost about as much as twenty-five Corollas, the LFA boasts carbon-ceramic brakes for stupendous deceleration and consistent pedal action. The monoblock calipers accommodate different-diameter pistons to push the pads against the rotors in a more even and progressive manner. That this high-tech coupe is all about sweating the details also becomes obvious when one examines the steering. The fixed-rate, electrically assisted device combines light weight with a lot more feel than is typically relayed by nonhydraulic systems. Even the flat-bottom steering wheel is quite special, in that it blends a carbon-fiber upper and a heavier aluminum lower to enhance the self-centering effect. Although the shift paddles are symmetrical, they're calibrated such that downshifts require more effort than upshifts. The exhaust, too, is anything but conventional. It's not so much the equal-length dual-pipe system with the two integrated mufflers and the three tailpipes that sets the tone but the different sound channels that run through the cabin. Channel one penetrates the firewall below the dashboard, channel two aims at your ears via the upper cowl opening, and channel three takes shape as a lower reflector behind the seats.Unlike the race car that we previously sampled [October 2009], the production LFA's cabin is as lavishly equipped and as beautifully executed as any other Lexus. The seats are comfortable and supportive, and the materials - mainly leather, aluminum, and carbon fiber - are first-class. The sculptured instrument panel is dominated by a single round display that incorporates the full-size tachometer, the small digital speedometer, the shift indicator, and about two dozen secondary functions that can be summoned via a control on the steering wheel, opposite the starter button. So whenever you're tired of looking at the classic mix of water and oil temperature, oil pressure, and fuel level, don't hesitate to call up the lap timer, the tire-pressure monitor, or the trip computer. Although at a glance the displays look as analog as in a British roadster from the 1930s, what you see is actually digital - even the needle of the rev counter, which had to be computerized to match the eagerness of that musical V-10.
While the casual observer may described the IS-F as a second generation IS on steroids, after driving a new 2011 model for several hundred miles, it is clear that there was a comprehensive high performance engineering philosophy that went into building the car. It is that very engineering that sets it apart from its siblings.
The IS-F debuted at several major autoshows in 2007 and the first cars were available for sale as 2008 models. Although it was not originally slated to be the debut of Lexus’ F-Line machines (that was supposed to have been the LF-A), the IS-F has taken on that mantle with success, and wears the ‘F’ badge on its widened front fenders proudly for good reason.
The IS-F was designed to be a performance machine first and foremost. To that end, there is room in the sleek rear wheel drive four-door for only four, as the rear seating area has shunned the bench seat in favor of two very comfortable and supportive buckets. The front buckets are equally backside-friendly, and the driving position is as close to perfect as any car that we’ve ever driven.
COMFORTABLE CABINThe ergonomics are simply excellent and well thought out in the IS-F, as everything that needs to be is within easy sight and reach. The brightly illuminated gauges and digital displays provide all the information required, while the feel of textured surfaces and the action of buttons is satisfying and proper.
The paddle-actuated shifter is a model of precise movement and feel with flicks of the right paddle resulting in lightening quick upshifts and left paddle pulls produce rev matched downshifts of almost perfect accuracy. Attention to detail, ergonomic efficiency and overall feel of precision in the cabin combine to give every occupant the sense that they are sitting in a fine Swiss watch rather than a 4 door automobile. It just so happens that this watch might run a little fast.
POWER, SOUND AND THE LOOKS TO MATCHWith a 5.0-liter V8 that grunts out 416-hp and a stump pulling 371 lb-ft of torque, the F is by far the most powerful street IS ever produced, and matched with the absolutely exceptional 8-speed automatic, acceleration is there exactly when you want it. STIs and Evos become mere dots in the IS-F’s rearview mirrors in very short order. Throttle response is linear and smooth, and once the tach moves past 4k, all hell breaks loose with a menacing bark from under the hood and out the dual exhaust.
Sound is not the only menacing quality to the machine, however, as almost every angle of the IS-F gives those on the outside an idea of the car’s capabilities. Sure, the garish stacked exhaust tips are a little over the top and too boy-racer for our tastes, but the muscular fenders, bulging hood, and smattering of scoops and vents all suggest serious business.
Add to the stunning red sheet metal art of our test car the newly styled 19-inch BBS wheels in a smoked finish and what you have folks is the Intimidator. To say that the IS-F sits low and wide is like saying that Mike Tyson looks like a tough dude.
THE FULL PACKAGEThe ‘F” goes good and looks good. Those facts we can glean from looking at the machine and examining the performance figures. A pretty car that is fast isn’t necessarily the whole package though, and it is the rest of the engineering that gives us that all-important visceral feel.
After a few quick laps on a short circuit, some of those immeasurable (unless a big ole grin is a measurement tool) performance qualities in the IS-F came to life. The double wishbone front and multi link rear suspension system, all comprised of ‘F’ spec components, worked in perfect concert with the torsen limited-slip diff and the beefy 225/40/19 front and 255/35/19 rear Michelin meat. It all felt really good. There is still more though, as perhaps the best engineering quality of the car is the response to the Brembo six-piston front and two-piston rear aluminum calipers that clamp down on 14.2-inch and 13.6-inch rotors respectively. To throw a set of big brakes at a car is one thing, but to truly engineer a car that can capably shed energy is something next level. From the driver’s seat, any competent pilot can feel the difference, and it is obvious from the first time that you ask the binders to do their work in the IS-F with any urgency at all that you know that this a properly engineered machine. Braking is confidence inspiring, minimally destabilizing to the solid feeling chassis and shockingly effective at slowing the car.
When the entire combination comes together; seating, ergonomics, power, gearbox, suspension, and exhaust, it is something that simply must be felt and experienced to truly appreciate. And appreciate it we did, again and again and again.
A 400-HP DAY-TO-DAY CAR?Amidst of all the great performance attributes of the IS-F, perhaps the best quality of the Lexus is its docile nature and practicality. While brutal performance can be unleashed at the driver’s whim, it is its compliance and comfort that make it such a viable and downright enjoyable everyday use car. Running typical daily chores in the car based on these performance numbers seems almost obscene, but sitting behind the wheel, it’s entirely practical. It even returns 16-mpg city, 23-mpg highway, and has been certified as an ultra low emissions vehicle. Fast, comfortable, practical and potentially green. Sounds like another great combination to us.
THE COMPETITIONCompared to other offerings in the highly competitive class of smaller high performance sedans, the IS-F looks like a mighty fine buy and a solid alternative to the class standard, the six speed 414-hp BMW M3 sedan. The IS-F’s 58k MSRP (our test car with options weighed in at 64k) is a bit more than the Bimmer’s 55k tag, but at this level, seriously, who’s counting a 10 percent increase in base prices? The IS-F also looks good, in more ways than one, sitting next to Audi’s less expensive but less powerful S4, and is a good match for the Mercedes C63 AMG.
THE VERDICTWe dig this car and the fact that it represents everything that is good about Toyota and Lexus at a time when, frankly, they could use a little good PR. There will always be a bigger and better, it is after all the nature of the automotive world, but the way we see it, the IS-F gets it done, gets it done right, and bears the weight of being the first true Lexus ‘F’ badged car for sale with capable confidence.
As we were flying down an off-ramp at 120 kays, we were wondering how far Lexus had come. Starting off from a not-so-humble beginning with a lumpy luxury cruiser under the LS badge, we couldn't help but feel a little giddy as we piloted their latest zippy incarnation, which wears the new IS badge. After years of producing reliable alternatives to Mercedes-Benz, Lexus has finally branched out and given us a reliable substitute to a BMW. Or at least, what they think a BMW ought to be.
The Lexus IS 300's sleek new exterior styling philosophy is certainly a step in the right direction. It is delightfully aggressive in person, with 17-inch wheels and dual exhaust tips, but it is one of those designs which unfortunately look bloated in photos. It is unique enough for many young bystanders to turn around with interest, but it is equally anonymous enough for taxi drivers to disrespectfully honk at you, even when you are rolling in a Lexus. The build quality is flawless as expected, and this favourable trait continues within the interior as well.
The cabin oozes class and quality, and there are no obvious signs of cost-cutting so evident in some entry-level luxury cars from Cadillac and Infiniti. The seats, doors and armrests are all lined with smooth leather, while the dashboard and door sills are lined in a semi-hard black material which we would've preferred to be a little softer. Bits and pieces are dressed in either wood or metal in the tan cabin of our tester, while superior plastics build up the rest. The navigation computer screen is nicely integrated and within reach, as are all buttons and switches, although some of these buttons are not lit at night. Nice touches include door pockets that pop outwards as needed, with space for a bottle, damped roof handles that come out in a unique way, and sculptured inner door pulls that wouldn't be out of place in a museum. There is only one proper central cup-holder in the front however, when there could've been more.
Lounging in the cabin, the front is the place to be in, with muscular bolstered seats, ventilated and power-operated, while convenient electrically-operated items include an adjustable steering column, rear sunshade and sunroof. Headroom, legroom and life are all good in general for the front passengers. On the other hand, life turns to hell for the rear passengers, with knee-bumping legroom and an inch to spare above their heads. This is due to the inconsiderately thick front seats and the swooping roof. Suitcases seem to have been given priority over the poor souls in the back, as the luggage trunk goes rather deep and is fairly useful in size, even though the trunk opening is very small.
Getting down to business, the IS 300 is all about the drive. The 3.0-litre V6 powerplant is a creamy mixture of 228 hp at 6200 rpm and 300 Nm at 4400 rpm, so smooth that it might as well use milk for engine oil. Admittedly, the power isn't enough to write songs about, but it is very adequate for quick driving and responds immediately to throttle inputs. The IS 300 will fall behind in any straight-line jaunt against the BMW 330i, but it is one of the few cars we've tested that actually matches its advertised 0-to-100 kph time, and does well against the BMW 325i, with a time of 7.7 seconds. The 3.0-litre V6 gave us 12.9 litres per 100 km, which is remarkably similar to what we got with the 3.5-litre in the heavier ES 350. The six-speed automatic shifts smoothly and quickly, but we forgot to try out the plastic shifter paddles behind the steering wheel, possibly distracted by the stubborn navigation system.
Out on the open highway, the IS 300 is quiet up to 100 kph, and the engine always sounds muted no matter what the speed. The car picks up speed well, racing from 100 kph to 180 kph smoothly without any compromise in stability, but wind rush picks up to very noticeable levels with the increase in velocity. But more noticeable is the mildly harsh ride, especially on uneven pavement. It seems Lexus gave up their trademark soft ride for suspension tuning that is decidedly sporting, but they could not find the supernatural balance that makes BMW so popular. The ABS-assisted four-wheel disc brakes are superb, as they traditionally are in all Lexus cars, but the sporty IS has better pedal feel and linear performance than its siblings, such as the ES.
The IS 300 is the most fun Lexus has ever offered, with traits befitting a true driver's car. It also represents better value than a comparable BMW, with gadgetry that'd cost much more in its German rival. However, there are numerous trivial lapses which add up to a list of issues that BMW already seems to have fully addressed with their latest 3-Series. In terms of reliability, we'd pick the Japanese Lexus any day over a temperamental German, but Lexus still has some way to go before it can claim the enthusiast crown from BMW.
The IS lineup was totally redesigned back in 2006 -- and still the 'baby' Lexus -- especially this IS250, is the entry-level car in the line-up, with the base model just under-cutting the ES350.
Following the total overhaul, a series of minor updates were introduced starting back in 2008, including leather heated front seats in the all-wheel drive model, a new finish for the standard wheels, illuminated mirror adjustment control and back-lit sill plates, along with a coin holder.
Then for the latest generation the IS 250 received some additional interior and trim changes, as well as the availability of an IS 250 F sport package, and HID headlamps with LED running lights are now optional. also changed are new 17-inch standard, and 18-inch optional wheels.
The 250 is motivated by a 2.5-liter V6 engine, which replaced the Supra-based inline-six of the first generation. The small engine makes 204 horsepower at 6,400 rpm along with 185 lb-ft of torque at 4,800 rpm, thanks to its high compression ratio of 12.0:1 and variable valve timing. The least-expensive IS250 comes with a six-speed manual transmission that drives the rear wheels. The next step up adds a six-speed automatic, and the most expensive IS250 throws an all-wheel drive (AWD) system on top of that.
Fuel economy, as estimated by the EPA, is 21 mpg in the city cycle and 29 mpg on the highway. Interestingly, the manual transmission returns worse mileage, at 18 mpg in the city and 26 mpg on the highway. The automatic AWD car is rated at 20 mpg city and 26 mpg highway.
Standard safety fare is generous and includes airbags, traction and stability control in addition to anti-lock brakes, brake assist and electronic brake force distribution. Eight airbags as well as a tire-pressure monitoring system are part of all IS 250s as well. Comfort touches include a 13-speaker Lexus Premium Sound System with a six-disc in-dash changer with auxiliary iPod/MP3/WMA port.
The list of optional equipment is even longer, and includes sport tuned suspension, aluminum trim on the interior, a different front fascia, 18-inch wheels, leather interior with heated and ventilated seats, a voice-activated navigation system with rear parking assist and Bluetooth, a radar-enforced Pre-Collision System with Dynamic Radar Cruise control, parking assist, moonroof and more.
The above are either available bundled as packages or as stand-alone additions.
Growing up along with Lexus and being an enthusiast, my perception of the brand is that they make cars that are as smooth and luxurious to drive as they are boring. And with Lexus’s parental giant, Toyota, being the forefront of efficiency and hybrid powertrains, both Toyota and Lexus are looked down upon by the enthusiast as being the antithesis of all things petrolhead. That’s not to say that they make terrible cars, but ones that speak way too much to the average consumer rather than the enthusiast.
Lexus currently has five hybrids in its lineup with the CT 200h being the fifth. And altogether, Toyota in general has sold more than 500,000 hybrids last year. So ToMoCo, and specifically, Lexus is no stranger to the hybrid world. I mean, they started the industry for Pete’s sake. But how many of those buyers do you think were enthusiasts? Usually when you equate hybrids to their demographics, you think plain Jane, average Joe and of course, tree huggers.
All sorts of people who would seemingly opt for the basic ham and cheese on Wonder bread rather than the more exquisite slow baked, hand-carved open face leg of glazed ham panini with a honey-Dijon reduction aioli. And if anything, the only Lexus that currently has a sporty reputation is the IS and LFA. So when I was told that we were going to be behind the wheel of the cheapest Lexus of them all, I was expecting to be driving a gussied up Toyota Prius despite Lexus’s words that the CT200h offers exceptional fuel economy and a dynamic driving experience. However, Honda has showed the world that hybrids need not be boring with the CR-Z. Can it be the same case for the Lexus CT200h, which happens to currently be the only car of its kind? Well, let’s find out.
2012 Lexus CT 200hStyle: 4-Door Hatchback.Drive Type: Front-wheel-drive.Seating Capacity: 5.Base Price: $29,120.Price As Tested: $37,370.Engine: 1.8 liter inline 4 – 98-hp / 105 lb-ft of torque; 80-hp electric motor; combined output of 134-hp and 153 lb-ft of torque.Transmission: CVT.0 to 60 mph: 9.8 seconds.Top Speed: 113 mph.Curb Weight: 3,146 lbs.Fuel-economy (city/highway): 43/40 mpg – 42 combined.All Photos Copyright © Omar Rana - egmCarTech.
Exterior
nyone who knows Lexus is familiar with their tendency to design cars very conservatively and anonymously. But the same cannot be said for the Lexus CT 200h. Admittedly, the first thing that came to mind when looking at Lexus’s first ever hatchback was that it resembled Jabba the Hutt from the front. And that’s thanks to the CT 200h’s sharply angled hood and upright windshield. Also, our tester’s brownish “Fire Agate Pearl” paint didn’t help. But the CT 200 isn’t as nearly as ugly as the fictional Star Wars character. In fact, the CT 200h’s design also came across as a more upscale Scion, which already has achieved some decent success thanks to their hip and futuristic-looking designs. And that’s a good thing because it has more presence than most Lexus models would have otherwise.
Either way, with those hints from Scion, the CT 200h looks far more aggressive than Lexus’s of the past and even the current. It’s proportions are similar to that of the Mazda3 hatchback, which already has a pretty sporty appearance. But the CT 200h is a much cleaner design and that gives the CT 200h the title as being the most youthful looking car to ever come from the brand.
InteriorWhile Lexus did a more than adequate job at separating the CT 200h’s interior from its lesser Prius cousin, it was still obvious though that the CT 200h was the cheapest Lexus in the lineup. And that’s a given. In terms of design, quality of materials and build quality, the CT 200h is definitely much more upscale than the Prius that inspired it. However, it was a bit of a surprise to find such low rent plastics when compared to Lexus’ reputation of offering the complete opposite.You could tell that Lexus attempted to maintain their build quality in the CT 200h, but it was only noticeable on select interior parts. For instance, the gearshifter, which is essentially lifted from the Prius, is fitted with a chrome handle that’s actually a treat to the eye. Nonetheless, you could tell that its purpose was to overshadow the rest of the cheap low rent plastic that embodied the center console’s controls.As usual, ergonomics and equipment are top tier, something that Lexus has been known for. Our CT 200h came equipped with Lexus’s navigation system that features their new mouse-like controller pad on the center console. And with the CT 200h being my first encounter with the controller, it is by far the easiest to operate out any other offering from any competitor. But the biggest highlight was the driving position, which mimics that of a low-slung sports-coupe giving the CT 200h a sense that it is Japan’s version of the GTI.
PerformanceBut a Japanese Volkswagen GTI is something that the CT 200h is not when it comes to driving. Because the CT 200h’s hybrid powertrain is basically a carry-over item from the Toyota Prius, that means the CT 200h is powered by Toyota’s internally dubbed 2ZR-FXE 1.8L VVTi four-banger that’s good for 98-hp and 105 lb-ft of torque. Assisting the power delivery is a 1.3 kWh nickel-metal hydride battery that powers an alternating current permanent magnet synchronous electric motor—whatever any of that means. The result from the electric motor is a maximum output of 80-hp. Altogether, the combined power rating is 134-hp and 153 lb-ft of torque, which is all channeled through a boring-riffic CVT transmission. Not exactly the choice when Lexus clearly claims in their press release that the CT 200h offers a dynamic driving experience. And with the Lexus weighing in at just 3,146, it’s not exactly fast as 0 to 60 mph comes in at just 9.8 seconds. But then again, the Lexus CT 200h isn’t all about power.
OverallAltogether, these downsides aren’t of much surprise as we know, Lexus and Toyota are just beginning to reinvigorate their automobiles with a little more precision in performance to match the best efforts from Europe. And to add, the Lexus CT 200h is a very unique car with very little in terms of competition. The closest automobile we’d choose here to compare is the Audi A3 TDI diesel. And because the Lexus CT 200h can currently be considered a niche automobile, we’re not sure if it would be our top choice for a fuel efficient luxury sport hatchback. To say the least, the new Volkswagen Golf TDI with a six-speed manual proved to be far more engaging and entertaining and much better built than the Lexus CT 200h, which starts at nearly $6,000 less than the CT 200h’s base price. And you could use that $6,000 for a lovely family vacation or getaway with the wife.
That said, because the Lexus CT 200h is the first of its kind, we’re not sure if it’s going to be a top seller, especially since Lexus’s parent Toyota offers hybrids for a much lesser price and those looking to save money usually don’t opt for luxury cars period. Lexus recognizes this themselves as they are predicting to move a a humble 12,000 units a year. And because the CT 200h is the first of its kind, introducing a new specific niche market demands a car that will be good at all aspects. That’s not to say that the Lexus CT 200h is a bad car. But it doesn’t exactly to appeal entirely to either of the groups that it was otherwise intended to cater to: gas-sipping frugal money savers, dynamic driving enthusiasts or both. But if you’re a fuel miser that favors the impeccable reliability and refinement of the top-tier Japanese brand and want a little excitement in the mix, then look no further than the Lexus CT 200h.
The RX 450h hybrid luxury crossover is one of Lexus’ best-selling hybrid models. When the RX hybrid first launched in 2006, it was a pioneer in the luxury hybrid category. Now, Lexus stands as the luxury hybrid leader with its offering of five hybrids.
With impressive fuel economy ratings, powerful drivetrain and a comfortable ride, the RX 450h provides an engaging driving experience with an abundance of technology and convenience features. For 2012, the RX 450h adds Nebula Gray Pearl to the exterior color choices as Smoky Granite Mica is discontinued.
Hybrid PowertrainThe RX 450h’s Lexus Hybrid Drive features a 3.5-liter V6 Atkinson-cycle engine, electric motors, a small and light power-control unit and other fuel-saving innovations. It offers performance similar to V8s, 295 total system horsepower and in many cases better combined fuel economy than the average four-cylinder mid-size sedan. The Front Wheel Drive (FWD) model has EPA-estimated 32 mpg city and 28 mpg highway (30 mpg combined) fuel economy ratings, while the All-Wheel Drive (AWD) model has estimates of 30 mpg city, 28 mpg highway, 29 mpg combined.
As a full hybrid, the RX 450h can operate in electric-only or gas-engine-only modes as well as a mode that combines the power of both. Extended electric-mode operation during low-speed or stop-and-go driving conditions helps reduce fuel consumption. Under certain circumstances, a driver-selectable EV mode can allow the vehicle to be driven short distances using only the electric motors. The RX 450h achieves Super Ultra Low Emission Vehicle (SULEV) certification in California (Tier 2-Bin 3 in other states).
With the Atkinson cycle, the gasoline engine’s intake valves are closed late to delay beginning of compression, resulting in a higher expansion ratio. That reduces intake and exhaust energy losses for more efficient combustion and improved fuel economy. The gas engine alone produces 245 horsepower at 6,000 rpm and 234 lb.-ft. torque at 4,800 rpm. The Atkinson cycle also reduces exhaust temperature.
A cooled Exhaust Gas Recirculation (EGR) system reduces it further still, helping economy by eliminating the fuel enrichment otherwise needed to help prevent catalyst overheating under high loads.
A compact 288V DC Nickel Metal Hydride (Ni-MH) battery pack fits neatly under the rear seat. A boost converter efficiently raises voltage to 650V DC, and an inverter changes this to 650V AC for the front-mounted 123-kW electric motor-generator. The boost converter and inverter are enclosed in the power-control unit, which also houses the condenser.
The RX 450h FWD model’s hybrid powertrain employs two motor-generators: MG1, the engine-driven generator, is a starter and can charge the battery pack or power other electric motors as needed; MG2 is the front-drive motor. Power from the gas engine and MG2 is distributed to the drive wheels via a planetary gear-type continuously variable transmission. MG1 controls the output speed of the transaxle through the planetary gear set, without clutches or a viscous coupling. MG2 delivers torque over a wide range for better response and smooth performance. When the RX 450h is coasting or braking, the electric motors function as generators, capturing energy that would normally be lost as heat through the brakes and transforming it into electricity to recharge the batteries.
RX 450h AWD adds a third, rear-mounted motor-generator (MGR) to drive the rear wheels, eliminating the need for power-transfer gearing or a driveshaft from the front. The hybrid system electronically varies front and rear torque distribution depending on traction conditions. A two-step flywheel damper absorbs small torque fluctuations and also the minor vibration produced when the gasoline engine starts and stops. A SNOW mode slows accelerator-pedal response to help reduce the possibility of wheel spin.
Multi-Mode, a feature adapted to the vehicle’s electronically controlled continuously variable transmission, allows the driver to control engine braking for enhanced maneuverability on rough or winding roads. The Intelligent Shift Control feature selects and holds the optimal range when driving downhill or on inclines, providing a smoother driving experience.
The power-steering pump, water pump and air-conditioning compressor are driven electrically rather than by the engine, reducing parasitic losses.
To enhance fuel economy, an exhaust heat-recovery system circulates engine coolant through a unit installed in the exhaust pipe behind the catalytic converter. This feature reduces engine warm-up time, allowing it to stop earlier, more often, and for longer periods, improving both fuel economy and emissions.
All-Wheel DriveThe RX 450h AWD uses a separate rear electric motor-generator to provide power to the rear wheels when road conditions or throttle response dictates. When accelerating, or starting off on a low-grip surface, torque is quickly provided to all four wheels. At steady speeds, torque is sent only to the front wheels, enhancing fuel efficiency. For handling agility and control, the AWD system increases rear-wheel torque when the vehicle’s front tires start to lose traction and decreases rear-wheel torque when the vehicle’s rear tires start to lose traction.
Chassis/Body/Suspension/ Brakes/TiresLexus engineers provided the RX with an engaging driving experience, and a quiet and smooth ride. A key factor in the RX models’ handling agility is the uniquely designed double-wishbone rear suspension. Another key benefit of the rear suspension is that the packaging yields greater cargo area room. The front suspension geometry was optimized with a thick stabilizer bar. Inversely wound front coil springs compress in opposite directions, preventing the negative effects of suspension compression on steering.
The standard electric power steering system contributes to agility and better steering feel while eliminating the parasitic losses of a hydraulic steering pump. Eliminating hydraulic oil also provides an environmental benefit and reduces maintenance. When the driving conditions involve little steering input, energy consumption is reduced, improving fuel economy by nearly three percent. Steering assist is automatically adjusted in response to vehicle speed, with greater assist at low speeds and greater feel at higher speeds. In addition, maneuverability in the RX is easy with its 40 foot turning circle curb-to-curb.
Vehicle Dynamics Integrated Management (VDIM) handling technology is standard on the RX 450h. VDIM system anticipates loss of vehicle control and governs all of the vehicle’s dynamic handling systems – the Anti-lock Braking System (ABS), Brake Assist (BA), Vehicle Stability Control (VSC) and Traction Control (TRAC) – with the electronic throttle control system. The system employs them collectively and seamlessly to help make corrections while allowing higher dynamic capability.
The system’s enhanced VSC function adds steering assist torque to help aid handling on a split-friction surface. The VDIM system also provides a limited slip differential effect. The TRAC and VSC functions can also be switched off, for example, when the driver needs to free the vehicle when stuck in mud or snow.The RX stops with the help of two-piston front caliper brakes and brake feel is enhanced by optimizing pads, pedal ratio and booster output characteristics. On the RX 450h, Electronically Controlled Brakes (ECB2) work closely with VDIM, translating brake pedal stroke speed and pressure to generate the precise amount of hydraulic pressure needed.
Standard Hill-start Assist Control (HAC) uses brake pressure to help prevent the vehicle from moving backward when starting out on an incline. This system does not wait to detect rollback, however. It can be controlled by the driver and works in both forward and reverse. While the vehicle is stopped and the brake pedal is depressed, pushing it further activates the feature. Brake pressure is then maintained for approximately two seconds after the brake pedal is released and the driver switches to the accelerator pedal.
Standard 18-inch aluminum-alloy wheels, which were designed to appear as if carved from a single block, have 235/60R18 tires. Optional 19-inch split five-spoke aluminum-alloy wheels with 235/55R19 tires are available with a hybrid-exclusive design.
Safety/SecurityThe RX 450h features Intelligent Adaptive Front-lighting System (AFS) for high beams of HID headlamp equipped models, and for the low beams of the LED equipped models. When entering a corner, AFS estimates where the vehicle will be based on the vehicle speed and the angle of the tires, and adjusts the lateral aim of the headlamps. AFS can be switched off by the driver if desired and includes an auto-leveling function.
Also available is an automatic high beam system which uses a camera mounted on the inner rear view mirror to switch between high and low beams in response to oncoming vehicles and those traveling in front, or when other ambient sources are detected, helping reduce driver inconvenience.
The optional Pre-Collision System (PCS) with Dynamic Radar Cruise Control uses millimeter-wave radar to measure and help maintain a pre-set following distance from a vehicle traveling ahead. The radar sensor can detect certain obstacles in front of the car, and a PCS computer with vehicle speed, steering angle and yaw-rate inputs helps to determine whether a collision is highly possible. In such a situation, PCS preemptively retracts front seat belts and pre-initializes BA so that increased braking will be applied the instant the driver depresses the pedal.
A high-strength cabin design and comprehensive Supplemental Restraint Systems (SRS) are designed to help provide a high level of crash-energy management. Approximately 42 percent of the entire structure uses high tensile strength steel. The structure was engineered to help provide collision compatibility with vehicles of varying heights and weights.
The RX 450h is equipped with a segment-leading 10 standard airbags, including side curtain airbags, front seat-mounted side airbags, rear side airbags (for the outboard seating positions) and knee airbags for the driver and the front passenger. A roll sensor signals the side curtain airbags to inflate if a predetermined threshold of vehicle tip-up is detected.
The front-passenger airbag is a dual stage, twin-chamber design that, when deployed, helps provide optimal protection. Active front headrests help reduce the severity of a whiplash injury in the event of certain types of lower speed rear collisions.
Luxury/Comfort/ConvenienceLexus luxury begins with how the customer first interacts with his or her vehicle. All RX models are equipped with the SmartAccess keyless entry with push-button start. As the driver approaches the vehicle, interior and exterior courtesy lamps illuminate. Opening the door, the instrument panel lighting gradually fades in. When the hybrid system is started, the instrument gauge needles and markings illuminate, followed by the multi-information display. After the driver exits the vehicle, the lights fade out at different intervals.
RX 450h is equipped with a power tilt and telescopic steering column. To ease entry and exit, the seat automatically slides up to two inches rearward and the steering wheel tilts upward and slides forward when the hybrid system is switched off. Upon pushing the “ON” switch, the seat and steering wheel return to their last position automatically.
The standard 10-way power front seats are shaped to accommodate arm movement when operating the available Remote Touch, while helping to hold the occupants in place. Both the driver and passenger seats also feature power lumbar adjustment. Also available on the RX is a ventilation function for the front seats to help improve comfort on hot and humid days. The shape and texture of the armrests and switches offer an ideal combination of tactile feel and functionality.
The leather-wrapped three-spoke steering wheel features integrated audio controls and a unique cross-section that is designed to provide a more natural grip than a conventional round-section wheel. An optional leather and wood trimmed wheel is also available.
Three seat materials include standard fabric, optional smooth leather or even softer semi-aniline leather. The RX 450h also exclusively offers a Black and Light gray interior with striking black accents. In addition to Light gray and Black, Parchment is available as an interior color. Standard wood trim comes in Brown Walnut matched to Parchment, or Espresso Bird’s-eye Maple matched to Light gray and Black.The center console box provides more than 0.75 cu. ft. of storage capacity, enough space to comfortably store CDs/DVDs or the vehicle’s owner’s manual. The three-part (40/20/40) rear seats can slide fore and aft, recline, and fold down using the one-touch levers mounted in the luggage compartment. The double-wishbone rear suspension, due to its compact packaging, yields a larger luggage compartment; the width between the suspension towers is increased by nearly six inches.
The quiet climate-control system offers quick cooling and warming. A high-efficiency compressor detects refrigerant flow in order to optimize engine control and fuel economy. An available smog sensor is designed to detect harmful particles (CO, HC, NOx) in other vehicles’ exhaust emissions and automatically switch between fresh air and recirculation modes. An electric compressor on the RX 450h includes a humidity sensor to help optimize air-conditioner operation, helping to enhance fuel economy.
The RX continues the tradition of offering the Lexus Premium Audio system as standard equipment, in this case a powerful nine-speaker system with a six-disc changer. Creative placement and angling of the speakers perfectly cross-channel sound to the occupant on the opposite side of the vehicle to transform the cabin into a clear, crisp acoustic environment. Bluetooth® hands free phone capability is also standard.
RX models can accommodate a variety of music sources, providing available auxiliary and USB inputs, Bluetooth Audio wireless connectivity and a standard integrated XM Satellite Radio receiver (complimentary 90-day trial subscription included). When an iPod® is attached via the USB port, information such as names for the artist, track and album is displayed on the available navigation or audio screen, while the iPod can be controlled through the audio system. The large center console storage box easily accommodates a variety of electronic devices while keeping wires out of sight.
Luxury OptionsAn available 12-speaker system audio system comes with the optional Comfort Package or rear seat entertainment systems and includes two-rear-door tweeters and a compact, L-shaped subwoofer in the rear-luggage compartment.
The optional 15-speaker Mark Levinson® Surround Sound system allows listeners to enjoy 330 watts at 0.01 percent THD through 7.1-channel surround sound. The Mark Levinson system, a Lexus exclusive, features a center channel coaxial speaker, metal-cone midrange speakers, tweeters and a 100-watt amplified subwoofer. A 2.5-inch speaker built into each D-pillar provides the right and left surround-sound channels. The diffusion of sound provides each occupant the same level of audio quality.
The available Hard Disc Drive (HDD) navigation system eliminates the need for DVD map discs and offers a unique voice recognition system, which can work using casual-language inputs on certain functions. An optional rear-seat entertainment system includes two high-definition seven-inch screens, one on each of the front seatbacks. Each screen can display video from separate sources. A remote control allows independent control of each screen. Rear-seat occupants can also choose to listen to audio through the wireless headphones instead of vehicle speakers.
The available wide-view side and backup cameras help provide the driver with a wider range of visibility. The driver can check hard-to-view areas by simply pressing the camera-select button on the steering wheel or, when in reverse, viewing the camera images on the navigation screen. An optional back-up camera displays images on the eight-inch navigation screen; systems without navigation have a 2.5-inch display in the rear-view mirror.
RX 450h also offers a telematics system, Lexus Enform® with Safety Connect®, available by subscription. Complimentary one-year trial subscriptions are included on all purchases of new Lexus vehicles equipped with these features. Safety Connect is standard on all vehicles while Lexus Enform with Safety Connect is on all vehicles equipped with the optional Navigation system. The Lexus Enform and the Safety Connect response centers operate 24 hours a day, 7 days a week—every day of the year.
Lexus Enform vehicles are factory ready for subscriptions to a variety of innovative SiriusXM services including NavTraffic, NavWeather, Sports, and Stocks. SiriusXM services include complimentary 90-day trial subscriptions and require separate audio and data subscriptions.
Exterior DesignThe Lexus RX models blend a dynamic version of L-finesse design to create a sleek profile that is accentuated by broad “shoulders” for an athletic yet elegant presence. Bright finish side-window moldings follow a subtly concaved line across the A– and C– pillars, extending at the front and rear ends.
The Lexus design cue of placing the grille lower than the headlights, along with sharper headlight graphics, yields a strong frontal expression. The RX 450h offers standard halogen and optional HID and LED headlights. The RX 450h’s unique grille features a finer pitch than on the RX 350, creating a fluid-like surface, accentuated by its silver color.
Pronounced front fenders flow into the doors, and integrated rear fender flares neatly sweep around to pull together the taut rear corners of the vehicle. The lower body emphasizes the standard 18-inch wheels. Passenger doors extend below the entry sill, helping keep out dirt and moisture.
Several exclusive design features, including the grille and front bumper, distinguish the RX 450h hybrid from the RX 350. Exclusive optional LED headlights offer a more distinctive appearance as well as longer life and lower energy consumption. Lexus hybrid blue is used for the front and rear emblems, hybrid logos, rear combination lights, and headlights.
A distinctive feature of the door handles is that the surface subtly twists outward from the front to the rear to give a comfortable grip. The side mirrors feature integrated LED turn signal lamps.
The rear spoiler’s primary function is to help lower the vehicle’s Coefficient of drag (Cd), but it also conceals the rear wiper and houses the AM/FM radio antenna and high-mount stop lamp.
Interior DesignBased on Lexus L-finesse philosophy, the dramatically designed interior clearly separates the interior into two distinct zones – the “display zone” to provide information, and the “operation zone” for interaction with controls. The shoulder of the door trim comfortably envelops the occupants, the clear line of the trim beginning inside the cabin and tapering outward toward the exterior. The design imbues a feeling of a continuous line encircling the occupants and defining the controls and displays. Neatly sculpted metallic surfaces, especially on the asymmetrical center stack, showcase a bold contrast of shadow and light.
A high contrast white Organic Light Emitting Diode (OLED) is used for the multi-information display located next to the speedometer. Vibrant white characters are sharply displayed on a high-contrast black background for ease of use and a luxurious appearance. For the RX 450h, blue accented meters strengthen the hybrid image, and a hybrid system indicator replaces the tachometer to encourage driving in an economical manner.
In addition to an Eco Driving indicator light, RX models feature an Eco driving indicator zone that displays current fuel economy using a bar graph and alerts the driver when they are achieving low fuel efficiency.To help reduce driver distraction and wasted movement, Lexus engineers strategically placed several features close to the driver including the multi-information switch, the Remote Touch console-mounted navigation controller and the optional Heads-Up Display. The available eight-inch navigation display (or seven-inch audio/HVAC display when navigation is not ordered) is placed at a higher, more distant position, providing a more natural visual angle. A multi-information switch on the steering wheel allows the driver to access numerous function settings without taking hands off the steering wheel, and reduces the number of individual switches, contributing to a cleaner instrument panel. Vehicle settings can be customized according to personal preference, including personal door-lock preferences, interior/exterior light adjustments, driver’s seat easy exit, and window-closure settings.
The available navigation system can be controlled using either the Remote Touch device or by utilizing voice command. Remote Touch allows the user to operate the navigation system, climate, audio, phone controls and more. The screen menus are selected with the controller, eliminating the need to reach out and reducing eye movement.
The attribute that most distinguishes Lexus’ navigation controller from other devices in other luxury models is its “haptic”-feedback technology, which provides a tactile response to the hand. As the user operates the controller near a screen icon, the cursor is pulled to that icon with feedback from a servomotor in the device enabling the user to feel it “click” into place. The driver or passenger makes a selection by pressing the side enter button on either side, and the feedback servo is adjustable for sensitivity. The system then confirms the action with a subtle sound. Remote Touch integrates the functions of seven hard switches used with the previous touch screen, helping users to operate those functions with reduced effort and distraction.
The available Heads-Up Display (HUD) utilizes white readouts. High-intensity LEDs project high-contrast white figures onto the windshield, which are easier to read – and easier on the eyes – than the typical green-colored readouts. The HUD offers displays for speed, navigation, and audio. A wedge-shaped windshield interlayer for the HUD projection area eliminates the distracting printed grid pattern seen on some other vehicles equipped with HUDs.
WarrantyAll new Lexus vehicles come with a 48-month/50,000-mile basic limited warranty with roadside assistance for 48 months/unlimited miles. Powertrain and restraint system coverage is provided for 72 months/70,000 miles. Corrosion perforation protection is covered for 72 months, regardless of mileage. The hybrid-related components, including the HV battery, battery-control module, hybrid control module and inverter with converter, are covered for eight years/100,000 miles.
