Several years of economic hardship (and more than a few casualties) have left the auto industry cautious; the wild abandon that characterized auto shows past is long gone.  In its place, there’s a pragmatic realism–but for 2012, that realistic outlook is also optimistic.  In addition to the upcoming products that are useful refinements of existing vehicles, Detroit also saw the debut of some honest-to-goodness concept cars, showing that the industry may have scaled back on the wildest flights of fancy, but it hasn’t forgotten how to dream.

Chevrolet Code 130R:  Chevrolet showed a pair of sporty concept coupes designed to please the “next generation.”  In addition to the familiar Hot Wheels Camaro that’s been showed before, the Code 130R and Tru 140S are clean-sheet dream cars with one foot firmly grounded in reality.  The Code 130R is a high-roofed two-door coupe that’s almost retro thanks to distinct hood and trunk lines.  It’s rear-wheel drive, and powered by the 150-horsepower 1.4 liter turbocharged Ecotec four-cylinder engine that powers other compact Chevy products. In addition to its sporty look, this concept also features fuel-saving engine-shutoff technology.  Could they build it?  Yes.  Should they?  It would make an interesting counterpoint to cars like the Scion tC and Kia Forte Koup, but would ultimately probably have limited, HHR-like appeal.  In short, yes.

Chevrolet Tru 140S: The Tru 140S picks up the “affordable exotic” concept where Mitsubishi’s Eclipse left off, exhibiting a slickly drawn three-door body that’s very much unlike any Chevrolet you’re familiar with.  It’s sized like a compact sedan on the inside thanks the sharing the Cruze’s platform, and its 150-horse Ecotec turbocharged engine is good for 40mpg. The Tru 140S is a concept, but it looks close to road-ready–Chevy’s even gone so far as to include a heads-up display and Chevrolet MyLink infotainment.  Could they build it? Yes.  Should they?  If the lukewarm sales of the “affordable exotic” Eclipse are any indicator, the prognosis isn’t spectacular.

Volkswagen E-Bugster: Volkswagen showed a concept Beetle to go along with that car’s recent infusion of attitude.  The E-Bugster takes the classic California street rod look and applies it to the latest Beetle, with blanked-out rear windows, a lowered top and smooth flanks.  The E-Bugster’s still firmly grounded in the current automotive realities, however; it’s also fully electric, powered by a 114-horsepower electric motor with a lithium-ion battery.  The electric drivetrain will find its way into future Volkswagen products and has a range of about 100 miles.  Could they build it?  Yes.  Should they?  The electric drivetrain is more likely to find its way into a less overtly sporty vehicle.

smart for-us:  The urban jungle-bred smart fortwo expands its utility with the conceptual for-us.  This happy-faced concept car rides two inches higher than the fortwo it’s based on and adds a tiny pickup bed out back for carrying large items—especially a pair of Smart’s new electric bicycles.  The for-us is just as electrified as the bikes it’s designed to carry, as well, as it’s powered by smart’s second-generation electric-drive system.  The smart ebike is headed for production as well, and include disc brakes and a USB connector for MP3 players.  The for-us has a docking station in its cargo bed that charges the bikes, which have a 60-mile range on batteries alone.  Could they build it?  Not as extravagantly as the concept.  Should they?  Smart already appeals to a miniscule slice of the market; the number of folks truly ready to buy a smart-camino is probably less than a thousand.

Acura ILX Sedan:  Though the youthful Integra and RSX practically made the brand, Acura hasn’t had a sporty, entry-level model for quite some time.  The all-new, Civic-based ILX, which debuted in concept form in Detroit, hopes to address this concern.  Entering the lineup below the TSX, the ILX Concept offers the brand’s signature styling, high technology and will offer Acura’s first hybrid-electric powertrain when a production version goes on sale this spring.  The 2.0 liter, 2.4 liter and 1.5 liter hybrid powerplants are shared with the Civic.

Acura NSX Concept: Acura’s hinted, teased and withdrawn the idea of a new NSX supercar so many times now that it’s hard to believe they’re serious. Acura says that this one’s the real deal, though, and not only is it going into production in a year or three, but it’ll also be developed and built in Ohio.  Technical details are scanty, but a mid-engine V6 like the last NSX (which departed in 2005) is likely.  Acura also suggested that a production NSX would utilize the brand’s Super-Handling All-Wheel Drive system as well as electric motors to boost horsepower, making the upcoming NSX a hybrid sports car.

Lexus LF-FC:  At a glance, Lexus’ LF-FC concept looks like standard dream-car fare, with a voluptuous 2+2 grand touring coupe body, a glass roof and hints of future Lexus designs in its curves.  The LF-FC also embodies concepts for a greener future, though; this high-luxury, high-performance vehicle has been designed to utilize an advanced hybrid-electric system.  Lexus announced no plans, but the brand’s expertise in producing luxury hybrids makes the LF-FC a dream that could some day be attainable.  Could they build it?  Probably.  Should they? If it were my car company, I’d wait and see how the Fisker Karma fares first.

2013 Ford Fusion:  Ford unveiled an all-new Fusion mid-size sedan in Detroit.  The complete redesign picks up some of the styling cues of the new Focus and Fiesta.  It also happens to look a lot like a miniature Aston Martin, though this is perhaps merely a coincidence. Three new engines are offered:  1.6 and 2.0 liter four-cylinders with Ford’s EcoBoost turbocharging system, and a new Fusion Hybrid whose new lithium-ion batteries help to improve its fuel economy to 47 city/44 highway. As with the Taurus before it, Ford has boosted the technology quotient as well, adding an automatic start-stop system, available adaptive cruise control, lane-keeping technology, blind spot notification and an active parking assist.

2013 Dodge Dart:  Dodge hopes to follow in the footsteps of Chevrolet, whose subcompact lineup recently underwent a name change in the process of morphing from also-ran to contender.  Dodge’s new Dart has one advantage that the Chevy Cruze doesn’t; a familiar and classic nameplate. The all-new Dart’s nothing like the last one, sold in 1976. Dodge’s new subcompact has Alfa Romeo DNA, and a choice of four-cylinder engines ranging from 160 to 184 horsepower.  Six-speed manual and automatic transmissions are offered.  A premium has been placeed on customization, with numerous options and even a reconfigurable instrument panel.  Dodge announced an MSRP of $15,995 when the Dart goes on sale later this year.

Audi Q3 Vail: Audi’s upcoming compact crossover got the special-edition treatment, showing up in unique “Vail” trim and ready to tackle the ski slopes, or at least the roads leading to the lodge.  The 314-horsepower Q3 Vail is a crossover vehicle that’s gotten SUV treatment, with big off-road tires on twenty-inch wheels and a two-tone body. The grille and headlights are surrounded by unique trim, while an aluminum skid plate protects the drivetrain.  The roof racks are designed to carry skis and snowboards.  It was a shame that there wasn’t any snow in Detroit, because the Q3 Vail is more than ready for it.

Bentley Continental V8:  No one’s ever going to accuse Bentley of being sensible or reasonable, but that hasn’t stopped the brand from considering fuel economy.  In fact, the British manufacturer’s latest Continental V8 features a forty-percent improvement in economy and emissions.  A new 4.0 liter twin-turbo V8 is at the heart of the upgrade.  Direct-injection fuel delivery and a cylinder shutoff provide improved efficiency while keeping the output at a more-than-respectable 500 horsepower.  An eight-speed automatic transmission is standard.  The Continental V8 joins the 6.0 liter Continental in GT and GTC form later this year.

2013 Cadillac ATS:  Slotting into the lineup below the CTS, Cadillac’s new small sedan breaks tradition from past compact Cadillacs in that it doesn’t look like a cheap imitation of its larger siblings.  The lightweight ATS has been developed for entertaining performance.  Three engines are offered: a 2.0 liter turbocharged four-cylinder producing 270 horsepower, a 2.5 liter four with 200, and Cadillac’s powerful 3.6 liter V6 with 320 horses.  All three engines use direct-injection fuel delivery and six-speed transmissions in manual and automatic flavors.  Inside, a simplified center stack is in keeping with the minimalist styling.  Cool details like illuminated door handles, real wood and carbon fiber trim and ambient interior lighting give the ATS luxury credibility.

2013 Hyundai Veloster Turbo:  Hyundai’s quirky new Veloster is still wet behind the ears, but it’s never too soon to pick up some street cred.  To that end, the wraps were pulled off of a turbocharged version.  The little front-wheel drive coupe’s light weight should serve it well with a 201 horsepower 1.6 liter direct-injection four-cylinder under the hood.  It’s over two hundred pounds lighter than the Volkswagen GTI, and the Veloster Turbo will still return 38mpg on the freeway.  To appeal to the sport-compact crowd, the Veloster Turbo will be available with cutting-edge matte paint.

2012 MINI Roadster: After the recent debut of the sporty, two-seat MINI Coupe (not to be confused with the traditional MINI Cooper), the Roadster can’t be much of a surprise.  The brand that helped to redefine automotive fun drives into the two-seat roadster arena with a funky, chunky face and MINI’s signature personalization features.  Powertrain-wise, the MINI Roadster is available in base, Cooper S and John Cooper Works models, producing 121, 181 and 208 horsepower respectively. Six-speed manual and automatic transmissions are offered.  Stability control and electronic power steering are also standard, and the curious aerodynamics of the stubby body are offset by a retractable spoiler.

2012 Porsche 911 Carrera Cabriolet:  Porsche was also thinking topless in spite of the wintry weather, and unveiled the latest soft-top 911 Carrera.  132 pounds lighter than the previous version, the new 911 Carerra Cabriolet also features a flexible roof that neatly matches the hardtop’s roof line when it’s closed.  0-60 comes up in 4.4 seconds in the 350-horsepower Carrera, and 4.1 in the 400-horse Carrera S.  Pricing starts at $93,700 for the Carrera and $103,800 for the Carrera S.

2012 Volkswagen Jetta Hybrid:  Volkswagen’s traditionally gone with diesel when it comes to alternative-fuel vehicles, but have no fear; the hybrid Jetta doesn’t replace the much-loved Jetta TDI.  The Jetta Hybrid does stand out with a seven-speed dual-clutch transmission and a compact 1.4 liter turbocharged engine that produces 150 horsepower.  A 20-kW electric motor adds another 27 horses.  Thanks to the lightweight engine and transmission, the Jetta Hybrid is within 250 pounds of the standard version’s curb weight, so performance should not be dramatically affected.  Stop-start technology and an aggressive “coasting” mode shut the engine down whenever it’s not needed for additional fuel savings.

2013 Buick Encore:  Buick continues to flesh out its lineup of affordable luxury vehicles with the new Encore.  The name’s slightly misleading, because the Encore’s rather unique.  Rather than waiting for BMW and Audi to bring their small crossovers to North America, Buick’s aiming to get there first.  The diminutive Encore is a five-seater with a high driving position and over 18 cubic feet of space behind the rear seats.  A 1.4 liter four-cylinder engine provides power and transmits it to the road via a six-speed automatic transmission.  Buick’s signature elegant styling ensures that the Encore won’t be mistaken for anything else.

2012 Toyota Prius c:  Last year, Toyota introduced a slightly larger Prius; this year, the hybrid brand is going a bit smaller.  The “c” stands for “city,” and the Prius c is sized to be a competent urban commuter.  It’ll be one of the lowest-priced hybrids on the market, with an MSRP of under $19,000, and its compact size enables it to use a smaller gasoline engine than that of its big brothers.  A 1.5 liter four-cylinder is coupled with a 45kW electric motor for a total system output of 99 horsepower.  Fuel economy is rated at 53/46.  The Prius c goes on sale this spring.

Toyota NS-4 Concept: Toyota’s flights of fancy are all about hybrids these days, but the NS-4 is not as far-out as it looks.  This design and technology exercise is Toyota’s vision of a mid-sized plug-in hybrid for 2015.  The Hybrid Synergy Drive is lighter and has better range than the version currently in production, and charge times have also been reduced.  Anti-fogging, anti-UV glass is used to improve visibility and comfort.  Other safety features include a blind spot monitor, pedestrian-collision friendly hood, lane departure warning, adaptive headlights and a smartphone-inspired touch screen console.  Sounds familiar, doesn’t it?  Ultimately the most significant thing about the NS-4 is what it suggests about Toyota’s future styling direction.  Could they build it?  Yes.  Should they?  Toyota could do worse than to let the Camry evolve into this.

Lincoln MKZ concept:  There’s a new Lincoln MKZ on the way shortly, and Lincoln showed off a conceptual version of its new design in Detroit.  The styling of Lincoln’s forgettable entry-level sedan has gotten a lot more distinctive, thanks to a new split-wing grille that’s sized just right to avoid looking like a beak.  The MKZ looks long and low, two things Lincoln has always done well, and a panoramic roof brings the sun inside.  MyLincoln Touch is accessed via an eight-inch touch screen on the console, and rear poplar wood gives the MKZ Concept’s interior a warm feeling.  Could they build it?  Absolutely; it’s in the plans.  Should they?  Yes.

2013 Mercedes-Benz E400 Hybrid:  Mercedes adds a new dimension to the versatile E-Class for 2012 with the introduction of the lineup’s first hybrid.  With its 302-horsepower direct-injection V6 supplemented by a 27-hp electric motor, the E400 Hybrid returns 24/31 fuel economy.  That’s respectable enough, but like Mercedes’ BlueTEC diesel models, the real fun starts when you consider the electric motor’s 184 pound-feet of torque.  The E400′s combined torque is almost 400 foot-pounds, and that’s some serious grunt.  Additionally, a “sail” function allows the gasoline engine to shut off at freeway speeds, letting the electric motors take over when acceleration isn’t needed.  The lithium-ion battery pack is integrated seamlessly into the vehicle with no impact on interior room, making the E400 a “secret” hybrid.  It’ll be available in the second half of 2012.

There’ll be a second post about some of the other debuts, including the 2013 Audi A4 allroad and RS 5, the 2012 BMW 3-Series, 2012 Fiat 500 Abarth, 2012 Honda Accord Coupe concept, the Nissan Pathfinder Concept and eNV200, the Maserati Kubang concept, the Chrysler 700C concept, Tata eMo, and Infiniti Etherea.

Confused?  Just check out the power-flow display on the dash, a prominent feature in all of the Toyota/Lexus family hybrids.  The complicated dance of electric and gasoline power, battery charging and regenerative braking as well as engine shutoff and re-start, is evident only in the constantly changing power-flow arrows of the display.  Without it, you’d never know what this luxury hybrid crossover was up to.

And this vehicle is doing a lot, while it’s carrying you serenely down the road.  A 3.5 liter Atkinson-cycle V6 engine is working in concert with two electric motors to produce a total of 295 horsepower, which is enough to rival some V8s.  By cleverly switching from gasoline to electric propulsion and back agan, the RX 450h returns 32/28 fuel economy in front-wheel drive, and the all-wheel drive version does 30/28.  At low speeds, the RX 450h operates as a fully-electric vehicle, and the “EV” mode enables drivers to hold gasoline-free operation for short periods at moderate speed.  The nickel-metal hydride battery hides under the back seat so it doesn’t cut into cargo space, and a pair of motor-generators is on hand to assist the gasoline engine.  One serves as an engine-driven generator that charges the batteries, starts the engine after shutoff and powers the other electric motor as required.  The second is hooked up to the continuously variable transmission and powers the front wheels.  In the all-wheel drive RX 450h, a third motor drives the rear wheels.  All three electric motors function as generators that charge the battery during coasting or braking.  And when it’s not being hyper-efficient, the all-wheel drive enables the RX 450h to plow confidently through snow and inclement weather, as well.

All of this is run through a series of flywheels that effectively damps the transfer of power from gasoline to electric and that smoothes the bump when the gasoline engine starts up.  Additionally, the continuously variable transmission tunes itself for inclines and allows a comfortable amount of engine braking on long descents. The RX 450h is constantly busy maximizing economy, but it doesn’t let on that it’s working, just cruises seamlessly along, be it in the city or on the highway.

Lexus’ suspension is equally seamless in its operation. At the front, the RX 450h uses MacPherson struts with inversely wound coil springs that compress in opposite directions to keep steering feel good during cornering.  The rear uses a double-wishbone setup.  If it doesn’t quite manage a “fun to drive” rating, it’s at least pleasant and lacks any egregious bad habits.  Lexus’ Vehicle Dynamics Integrated Management (VDIM) driver-aid suite adds to the electronic complexity but keep the ride smooth and composed to the point of somnabulence.  The RX 450h is largely free of the squat and waddle common to many SUVs and crossovers, and drives like a car, only taller.  Braking is also good, thanks in part to the hybrid system’s eagerness to replenish its battery whenever the RX 450h is coasting.  The available Dynamic Radar Cruise Control adds an impact-mitigating Pre-Collision System that locks the seatbelts and pre-charges the braking system if a crash is imminent.

The RX 450h’s thoroughly high-tech components are matched by a svelte, single-curve exterior.  The basic shape of the RX has been the same since it was introduced, but it’s aging well and still looks modern thanks to a tucked-in waistline with distinct front fenders and a rear spoiler that hides the rear wiper.  The RX 450h is distinguished from the conventional version by subtle tweaks to the grille and front bumper that give it a more aerodynamic look.  The available LED headlamps have a blue tint, in keeping with Lexus’ blue-as-hybrid theme, which also adds a touch of color to the badges and light covers.  Lexus has added adaptive headlamps to LED headlight-equipped models; the front lighting changes angle slightly during turns, illuminating corners as you are entering them.  A choice of eighteen or nineteen-inch wheels is offered.

The interior is also familiar, and neatly integrated with all of the technology that’s riding along.  A standard keyless entry admits driver and up to four passengers to a handsomely equipped cabin.  Sharp eyes will note that the RX 450h’s dash lights don’t just switch on and off; they fade elegantly in, like theater lights.  A choice of interior environments, ranging from monochrome to three-tone and cloth to semi-aniline leather, allow for a broad range of tastes.  A choice of brown walnut or bird’s-eye maple trim is offered.  An XM satellite radio-ready sound system and iPod connectors are standard.  Lexus’ Remote Touch controller is standard with the available navigation system.  This computer mouse-like controller makes it easy to click through the information screen’s various menus with vibrating feedback, and it falls very easily to hand.  A head-up display is also available.  Since this is a Lexus, the Mark Levinson sound system upgrade is on the menu of course, as are a navigation system and backup cameras illuminating the side and rear.

It’s easy to come away from the RX 450h thinking that it’s merely “nice.”  This hybrid hides its light under a bushel, compared to many of its competitors, but don’t mistake a lack of obvious gadgetry for a lack of actual innovation.  This very well thought-out crossover combines luxury, capability and efficiency into an impressive package.  Pricing for the RX 450h starts at $44,825 (2011 models; 2012 will see a slight price walk to $45,235).  Add in all-wheel drive, a rear-seat entertainment system and the upgraded sound system among other options, and that rises to $54,414.

All specs are for the 2011 Lexus RX 450h
Length: 187.8 in.
Width:  74.2 in.
Height:     66.3 in.
Wheelbase:  107.9 in.
Curb weight:   4652 lb.
Towing capacity:  3500 lb. (AWD)
Cargo space:  40.0 cu.ft (seats up); 80.3 cu.ft. (seats folded)
Base price:  $44,825
Price as tested: $54,414
Engine:   3.5 liter 24-valve DOHC V6 mated to three 650V AC electric motors
Drivetrain:  continuously variable automatic transmission, all-wheel drive
Horsepower:  245 @ 6000 (3.5 V6); 295 (total system horsepower)
Torque:  234 @ 4800 (3.5 V6)
Fuel capacity:  17.2 gal.
Est. mileage:   30/28

Take away that distracting hybrid-ness, and the CT200h makes somewhat more sense.  The premium compact market is still a limited one, but with cars like the Volvo C30, Audi A3 and now the BMW 1-Series running about, there’s definitely a place for a smaller and more efficient luxury vehicle in the hearts of a few American buyers.  Lexus has just chosen to sweeten the pot on its new entry-level car by making it an extremely efficient hybrid.

It’s not a bad looking hybrid, either.  Riding the Prius platform didn’t work so well for the forgettable HS250h, which I predict the CT200h will eventually replace, so this car has its own chassis and a look that’s very distinctive from the other gas-electric hybrids.  Like the Honda CR-Z, the CT200h features a sporty design and a suspension bred for curvy roads, and it’s clear from the first glance that the words “engage” and “dynamic” feature very heavily in the marketing materials.   LED daytime running lights and taillights are standard, and a full-LED headlight system is available. This svelte five-door gets its looks from science, as the body is fluid-dynamic designed for maximum aerodynamics.  Underbelly panels improve airflow below the car.  To keep weight down, the hood is aluminum.  In spite of its hybrid system, the CT200h is the lightest Lexus.  Lexus even reduced the weight of the sound system.

The interior’s very comfortable, with laid-back seating and next to no engine noise.  The base interior is trimmed in a faux-leather material called NuLuxe.  It feels good, has a distinctive pattern to set it apart from the perforated leather that’s an upgrade, and is actually lighter than cowhide.  The instrument panel is dramatically sloped and multi-tiered.   A choice of ash burl, bamboo or metal interior trim is available.  There’s also a cool “universal device holder” available, that mounts to the console and can hold anything from an iPod nano to a handheld GPS system.  Serious environmentalists should note that the floormats use 30% plant materials, and the CT200h’s interior is designed to be easily disassembled and recycled.  It’s a clever do-all thanks to fold-flat rear seats that open up a 14 cubic-foot cargo area.  The Lexus luxury is still present, in the form of an available navigation system, seat heaters, backup camera and moonroof.  This is not the sort of hybrid you’ve gotten used to seeing.

That’s not to say that the CT200h is completely unrelated to the Prius; while it rides its own chassis, the engine and ECVT transmission are basically the same, with some upgrades for the CT200h.  What sets this car apart is a two-stage battery boost that raises the power of its compact next-generation nickel-metal hydride battery from 500 to 650 volts.  With 80 horsepower from the electrical side and 98 from the 1.8 liter Atkinson-cycle engine, the CT200h’s total output is 178 horses.  That’s not much, unfortunately, especially in these days of 200-horsepower compact cars.  The CT200h’s acceleration is lukewarm at best, and it’s liable to disappoint buyers who are comparing it to the much swifter C30 and A3.  That said, it’s got long legs, and once up to freeway speeds it’ll cruise with traffic without complaint.  The CT200h’s 43/40 fuel economy blows everything else in its class out of the water, including the diesels.

The CT200h’s hybrid system features four modes: EV, ECO, Normal and Sport.  Like the Prius, the EV mode locks the powertrain into electric-only mode for short-distance, low-speed travel.   In Sport mode, the CT200h changes mood.  The electronic power steering becomes firmer, throttle response becomes quicker and battery output is boosted to 650 volts.  Like the GS450h, the hybrid system becomes a power-boost instead of a fuel-saver, in this mode.   To reflect this change, the dash lighting turns red, and the fuel economy gauge on the far left becomes a tachometer.

The suspension consists of MacPherson struts up front and a double-wishbone trailing arm layout at the rear.  Under the hood, what looks like a strut tower brace is actually a “performance damper” which works like a horizontal shock absorber to reduce the body-structure vibration common to stiff-structured vehicles.  The reduction in noise, vibration and harshness is obvious on the freeway.  A second performance damper connects the rear frame horns.

All of Lexus’ usual driver aid alphabet soup is here:  ABS, TRAC, VSC, EBD and PCS.  Eight airbags assure a high level of safety in the event that all of the electronic aids still can’t keep you from crashing into something.  There’s some tire noise on coarse pavement, but the CT200h comes much closer to Lexus’ dead-silent ideal than the HS250h ever did.  The CT200h feels light yet sorted–by comparison, the Europeans it competes with tend to feel tanklike.

It’s arguably the most entertaining hybrid to come along, with more personality than the (much less expensive) Honda CR-Z.  Five-doors and premium compacts are always cool, and the CT200h is definitely in step with the rest of the class.  If it seems like a five-door sporty hybrid has limited appeal, that’s part of its intended charm.  Sales projections are actually rather conservative for this car.  Lexus wants CT200h to impress younger buyers who will be experiencing the brand’s legendary customer service and new prepaid preventive maintenance program.  With the CT200h, Lexus hopes to make new-car ownership almost entirely trouble-free.   Pricing for the CT200h is in line with other premium compacts, starting at $29,120.

Specifications:
All specifications are for the 2011 Lexus CT200h.
Length:  170.1 in.
Width:  69.5 in.
Height:      56.7 in.
Wheelbase:  102.4 in.
Curb weight:   3130 lb.
Cargo space:   14.3 cu.ft.
Base price:  $29,120
Engine:   1.8 liter DOHC 16-valve four-cylinder with 650V permanent-magnet motor-generator
Drivetrain:  continuously variable automatic transmission, front-wheel drive
Horsepower:  98 @ 5200 (gas); 80 (electric)
Torque:  105 @ 4000 (gas)
Fuel capacity:  11.9 gal.
Est. mileage:   43/40

The concept is simple enough:  the IS F is an extremely angry IS sedan with a 416-horse V8 shoehorned in where a six-cylinder engine would normally reside.  Big wheels, a lowered suspension and massive Brembo brakes do the rest.   It’s a tried-and-true way to sport-sedan stardom.  The IS F hasn’t really become a major player though, in spite of blisteringly fast 0-60 runs and a few racing appearances.  Is it just the expectations of the “L” badge, or is there something else going on here?

The IS F is subtle, like most of Lexus’ offerings.  Lexus has always preferred to make its statement quietly, rather than shouting, so the IS sedan’s slick, angular lines are tweaked only slightly.  The IS F has a distinctive bulged hood, to clear the engine, and a larger grille for better breathing.   Brake cooling ducts ride in the front bumper outboard of the fog lights.  The front fenders are pushed out to accommodate redesigned nineteen-inch wheels.  From behind, the IS F sports stacked exhaust diffusers and a small spoiler, as well as an “F” badge to let you know what just blew past you.

Body-hugging sport seats are the most immediately noticeable feature of the IS F’s interior.   Metallic carbon-fiber trim and a blue tag on the steering wheel help to further set the IS F apart.  The premium sound system features Bluetooth streaming audio and iPod connectivity, as well as XM satellite radio.  No Lexus would be complete without an available navigation system, backup camera and automatic climate control of course.

It’s pleasant enough on the road, but those heavily-bolstered seats are there for a reason.   The 5.0 liter V8 under the hood produces a genuine 416 horsepower, and that’s nothing to sneer at, even in an 3780-pound sedan.   This race-ready direct-injection engine features numerous exotic details, including polished crankshaft journals and titanium intake valves.  Variable valve timing is also used.  It’s designed with a broad performance band, providing impressive grunt off the line as well as high-end thrust.  The IS F is a wonderful singer, thanks in part to a dual-stage intake system whose note deepens under hard power as the car gulps more air.  It’s impressively theatric, which is saying something for normally-reserved Lexus.   An eight-speed direct-shift automatic transmission and a limited-slip differential help get the power to the ground.  The paddle-shifted transmission includes a “manual” mode that will hold gears up to the redline for performance driving.  The IS F also automatically blips the throttle on downshifts, to keep power delivery smooth.

The suspension construction is the same as that of the IS sedan, but the IS F has significant changes to the double wishbone front/multi-link rear setup.  The IS F is lowered by about an inch, and stiffer springs, heavy-duty shocks and thicker roll bars help to snug things down.  Stiffer subframe mounts also tighten up the IS F’s handling.  Out on the road, the IS F is planted and well-behaved, but for some reason it doesn’t inspire confidence at the limit.  I found myself tight and tense for the whole drive, and couldn’t seem to relax behind the wheel.  The car is more than capable, thanks to the standard Vehicle Dynamics Integrated Management (VDIM) system, but there’s some X-factor of road feel or communication missing.  Massive Brembo brakes measure 14.2 inches in the front and 13.6 in the rear.

Lexus’ Pre-Collision system is also offered on the IS F.  This system uses the radar-based dynamic cruise control to sense obstacles in front of the car, and it takes emergency measures if it detects that a collision is unavoidable.

The ultimate Lexus sports sedan packs some serious hardware, and as the harbinger of more serious performance vehicles from Lexus, it hits the mark.  Whether the world is ready for it yet still remains to be seen, even two years after its release.  Pricing for the IS F starts at $59,010.

All specifications are for the 2011 Lexus IS F.
Length:  183.5 in.
Width:  71.5 in.
Height:      55.7 in.
Wheelbase:  107.5 in.
Curb weight:   3780 lb.
Cargo space:  13.3 cu.ft.
Base price:  $59,010
Engine:   5.0 liter DOHC V8
Drivetrain:  eight-speed automatic transmission, rear-wheel drive
Horsepower:  416 @ 6600
Torque:   371 @ 5200
Fuel capacity:  16.9 gal.
Est. mileage:   16/23

As an avowed car spotter, it was somewhat embarrassing to see the Lexus IS 250C and not immediately recognize it.  A natural addition to the line of IS compact sport-luxury sedans, the retractable hardtop fills both the two-door coupe and convertible roles and gives the IS models a broader base from which to compete with the likes of the Audi A4 and A5 and the BMW 3-Series.  Those two vehicles are the gold standard of the compact sport-luxury market, though challengers like the Infiniti G37 and Cadillac CTS were certainly on Lexus’ mind when the IS 250C and IS 350C were penned.

The IS 250C takes a different stylistic tack from the shoebox-shaped four-place convertibles that dominate the class.  The dramatically tapered nose with a distinct shoulder line is shared with the IS sedans, but with smoother, more taut lines.  Only the hood is shared with the IS sedans.  Projector-beam headlamps and bright LED taillamps are subtle touches that make it clear this is a Lexus product.  Top-up, the silhouette is similar to that of the bigger SC 430, and the car has a tall-and-narrow look from the front.  The three-piece top uses aluminum-intensive construction to keep weight down, and has a braking control system that slows its descent in the last few inches to keep it from thumping ungracefully into place.

This is a four-place convertible, but the IS 250C is small on the inside, and better suited to two passengers than four.   A center console is decorated with marbled gray wood, and stretches from front to rear.  The dash is conservatively styled in Lexus’ tradition, with electroluminescent gauges and a full-color seven-inch display for the optional hard-drive based navigation system.   The available parking assist can make allowances for the roof cover’s lid and will intervene if obstacles are too close to open or close the roof.  Options include Dynamic Radar Cruise Control, Intuitive Parking Assist and of course a Mark Levinson sound system.

Driving dynamics are similar to the sedan’s, but contrary to the tendency for two-door models to add sporty features, the IS 250C is actually slightly mellower than its four-door counterpart.  Maybe it’s all the sunlight shining in, but this is one of the more relaxed convertibles I’ve driven.  The IS 250C is powered by a 2.5 liter all-aluminum V6 producing 204 horsepower.  Variable valve timing and direct fuel injection are used.  The IS convertible is also available with a 3.5 liter V6 that adds about 100 horsepower as well as additional port fuel injectors for improved response and efficiency at lower rpm.  Six-speed automatic transmissions are standard in both cars; the IS 250C is also available with a six-speed manual.

Body rigidity is not an issue. The IS 250C’s chassis has been strengthened so it’s just as solid as the four-door version.  Lexus has even beefed up the sound-deadening so that when the top is up, this droptop is just as quiet as the hardtops.  The basic suspension construction of double wishbones up front and a multi-link rear remains the same, as does the electronic power steering.   In addition to the stiffening that helps reduce body flex, Lexus has also lowered the rear suspension towers to improve rear-end handling and increase cargo space.  The handling is predictable, but Lexus takes no chances and its Vehicle Dynamics Integrated Management System (VDIM) safety-aid suite is standard equipment.  VDIM ties the anti-lock brakes, stability control and other functions together into a cooperative unit, allowing the IS 250C to respond to control loss almost before the driver’s aware of it.

All said, the IS 250C is very much what you’d expect a Lexus convertible to be:  well-executed, quiet, comfortable and somewhat forgettable.  It’s capable enough, regardless of the impression it makes, and for buyers who don’t want to have to deal with the quirks of a BMW or a Volvo, this is the way to go.  IS convertible pricing starts at $38,940 for the IS 250C and $44,390 for the higher-performance IS 350C.  My test car featured the Luxury Package, which added an upgraded interior, the Mark Levinson sound system, a navigation system and rain-sensing wipers (among other amenities) for $48,200.

All specifications are for the 2010 Lexus IS 250C
Length:  182.5 in.
Width:  70.9 in.
Height:      55.7 in.
Wheelbase:  107.5 in.
Curb weight:   3814 lb.
Cargo space:   10.8 cu.ft.
Base price:  $38,940
Price as tested: $48,200
Engine:   2.5 liter V6
Drivetrain:  six-speed automatic transmission, front-wheel drive
Horsepower:  204 @ 6400
Torque:  185 @ 4800
Fuel capacity:  17.1 gal.
Est. mileage:   21/29

Apparently, Lexus thought of something.  For 2003, an all-new sport-ute is shoehorned into the lineup right between the RX300 and LX470.  Called, perhaps predictably, GX470, this new mid-sizer splits the difference between its larger and smaller brethren, with serious off-road ability and good in-town manners.  The fantastic build quality and luxury features it inherits from the entire Lexus lineup.

In spirit, the GX470 owes a lot to Jeep’s Grand Wagoneer of the 1970s and ’80s.  It was arguably the first luxury SUV (along with Land Rover’s Range Rover), prowling the highways with leather and fake wood trim inside and out before there was even a “luxury SUV” category in the market.  Like the Grand Wagoneer, the GX470 is a body-on-frame, V8-powered truck that’s just a bit smaller than the biggest SUVs and substantially larger than the small ones.  Chances are, the GX470 could follow a Wagoneer or Range Rover off-road, too.  Thanks to an array of high-tech traction aids, it might even better it, but whether it will ultimately match the iconic status of the seasoned luxury SUVs remains to be seen.

Our test GX470 certainly drew a lot of curbside attention.  At first glance we found the design to be derivative of other Lexus product.  The tapered grille and big “L” badge are there, as well as aggressive fender flares and a profile that’s strongly reminiscent of big brother LX470.  The V of the hood carries the grille’s shape down into the bumper for an interesting effect, but otherwise we didn’t think it was that distinctive.  Onlookers contradicted this impression, however.  More than once during the week we were stopped and surrounded by several curious onlookers–including a number of Mercedes M-Class and BMW X5 owners–who wanted to know all about the newest Lexus, so perhaps there’s more to the GX470′s design than meets the eye.  The details are admittedly nice; the headlamp covers, for instance, are tinted very slightly green instead of the usual clear plastic covering them.  The running boards are lighted, too.

Inside it’s all Lexus, with dark leather, wood, electroluminescent gauges and comfortable chairs front and rear.  The large console is trimmed in both wood and leather, just like the dash, but we had a hard time keeping its cargo-bay style door closed.  When equipped with third row seats the GX470 will seat eight.  The third-row seats flip up and fold to the side, a stowage method that never proved popular in the Previa or Land Cruiser.  For what it’s worth, they work well but are slightly fussier than a removable seat would be.  Then again, you don’t have to remove them if you don’t want to.  The cargo area is easily accessible thanks to a rear door that opens out instead of up, and there’s a comprehensive tool kit as well.  The luxury stuff is here too, of course; DVD-based satellite navigation, rear air conditioning, Lexus’ signature Mark Levinson sound system and a DVD player for rear-seat passengers are just a few of the goodies on the options list.

The 4.7 liter DOHC V8 is based on the engine which powers the LX470 and Toyota Tundra pickup.  235 horsepower is good enough to keep the GX470 moving along smoothly in traffic.  It’s also clean enough to qualify the GX470 as a low emissions vehicle (LEV).  The five-speed automatic transmission is equally smooth, just like we’ve come to expect from Lexus.  We even cast aside the GX470′s luxury mantle and made it tow a car, and it handled the truck stuff with aplomb.  The 4.7 V8 has a towing capacity of 5000 pounds, and the GX470 can be equipped with a receiver hitch from the factory.

The GX470 drives like a very tall sedan on the freeway.  It’s not just the isolation of the body-on-frame construction that makes this so.  Full-time four-wheel drive is a generally stable drive system, but Lexus has stacked the deck with an array of electronic aids to ensure that this SUV doesn’t drive like a truck on any surface.  Anti-lock brakes, Vehicle Skid Control and Adaptive Variable Suspension (AVS) damping help to smooth out on-pavement driving.  The heart of AVS is an “intelligent” shock absorber system that can change stiffness according to road conditions, speed and driver inputs.  The result is a capable off-roader that drives like an ES300 sedan.

Capable off-roader?  Yes, indeed.  The GX470 is poised to give any Land Rover Discovery (Or Grand Wagoneer, for that matter) a run for its money in the rough, with a standard low-range transfer case and electronic aids for safe descending and starting on steep hills.  The hill ascent and descent assists work like similar units on Land Rovers, and use the ABS to prevent wheelspin when going up, and to limit vehicle speed to less than five miles per hour when going down.  The traction control can lock the front and rear differentials, as well.  There’s also a Land Rover-style adjustable suspension, which can be used to raise the GX470 over obstacles.  A brief foray into the dirt with our test GX470 showed it to be maneuverable for its size and happy to tackle fierce conditions without a loss of composure.

Land Rover’s truck-like Discovery pales in comparison to the GX470, but don’t fear, Land Rover faithful; the Disco still has spades more personality than the GX470.  Thanks to all the luxury gear and gadgetry, it costs a significant bit more than the Discovery as well.  The GX470 splits the difference between the big Land Rovers it wants to emulate, with its base price of $44,925 falling right between that of the Discovery and Range Rover.

Specifications:
All specs are for the 2003 Lexus GX470, which we tested.
Length:     188.2 in.
Width:        74.0 in.
Height:        74.6 in.
Wheelbase:    109.8 in.
Curb weight:    4675 lb.
Cargo space:    13.2 cu.ft. (all seats up); 77.5 cu.ft. (all seats removed)
Towing capacity:    5000 lb.
Base price:        $44,925
Price as tested:        $48,052
Engine:         4.7 liter 32-valve DOHC V8
Drivetrain:         five-speed automatic, four-wheel drive
Horsepower:         235 @ 4800
Torque:         320 @ 3400
Fuel capacity:        23 gal.
Est. mileage:        15/18

Technically, the SportCross is “more than a sedan, but less than a full wagon,” according to Lexus.  Rather than making a direct competitor to luxury wagons like BMW’s 3-series wagon or Audi’s A4 Avant, Lexus chose to create a car that’s somewhere between a sedan and a wagon.  There’s not much cargo space–a Volvo V40 is visibly larger.  With only 21.8 cubic feet of space, the SportCross doesn’t make much of a hauler.  Then again, the SportCross isn’t supposed to be a station wagon.  Think of it as a road-tripper that’ll allow you to bring home unusually large antiques.

Even if you’re not a fan of station wagons, the SportCross’s elegant lines will catch your eye.  The IS300 sedan’s notched back has been gracefully extended with a dramatically sloping backlight that gives the car a distinctly wedge-shaped profile.  The roof is extended only slightly, and the additional sheet metal serves only to emphasize the way the SportCross’ flanks hug the 17″ wheels.  A very subtle character line starts at the front wheel arch and kicks up at the C-pillar gives the SportCross a hunkered, ready-to-pounce look.  It won’t be mistaken for a soccer mom’s car, that’s for sure.  Also more noticeable are the slightly rounded headlamps under glass covers and the distinctive bulge in the hood.  Both details are shared with the IS300 sedan, but the SportCross is many times more distinctive.

From the front seat there aren’t any significant differences between SportCross and sedan.  The seating position is good and the “ribbed” dash texture is pleasing to the eye.  The chrome shift knob, however, is a terrible, terrible thing to have to deal with in the summer, when it becomes as hot as a frying pan.  Luckily, your friendly Lexus dealer will change it to leather for you.  Our test car featured Escaine-upholstered seats whose suede-like surfaces were wonderfully grippy and comfortable.  It’s supposed to be the sporty Lexus, but our test SportCross’ very upscale appointments were noticed by many.

As in the IS300 sedan, the inline six-cylinder engine is a sweet powerplant.  Its 215 horsepower may not seem like much on paper, but remember, the SportCross isn’t that much larger than the average subcompact, and the engine is actually borrowed from the larger Lexus GS300.  It seems a bit light on torque off the line, but at higher revs the SportCross wakes up thanks to variable valve timing.  What’s missing is a manual transmission.  It’s a mystery to me why Lexus offers a five-speed in the IS300 sedan but not in the SportCross (and if any Lexus engineers are listening, this should be rectified as soon as possible!).  A gimmicky manual-shift option for the automatic transmission adds racing-style up- and downshift buttons to the steering wheel, and went largely unused during my test drive.

Apart from that dynamic oversight, the SportCross offers delightful balance, responsive steering, and tenacious grip.  The four-wheel independent double wishbone suspension  offer an around-town ride that might be too stiff for some tastes.  The responsive, compliant poise is welcome when the roads get complicated, though.  The SportCross is a great deal friendlier than the BMW 3-series which it closely emulates.  It’s easier to become friends with a SportCross.  Granted, any BMW 330i would probably eat it up on the track, but not by a significant margin.  The SportCross is comparable to any of the German sport wagons but has less cargo space.

Lexus’ Brake Assist system, which increases braking power in emergency situations, and antilock brakes are standard equipment on the SportCross.  Side airbags are also standard.  Traction control and a pop-up navigation system are options.  SportCross pricing starts at just over $32,000.  Our test car’s Escaine interior and moonroof made for a very luxurious interior, but they’re expensive options that drove the as-tested price to $35,294.  A fully loaded SportCross knocks at the door of $40,000, but there isn’t an alternative to Lexus’ “4+1 sedan” unless you’re willing to dig up a decades-old Audi 5000 wagon.

Bottom line:  The IS300 SportCross is one of the more enjoyable cars I’ve driven in the course of my exploration of the automotive world, despite the lack of an entertaining transmission and the high price.  Is that unabashed enough for you?

Specifications:
All specs are for the 2002 Lexus IS300 SportCross, which we tested.
Length:     177.0 in.
Width:        67.9 in.
Height:        56.7 in.
Wheelbase:    105.1 in.
Curb weight:    3410 lb
Cargo space:    21.8 cu.ft.
Base price:    $32,305
Price as tested: $35,294
Engine:     3.0 liter DOHC 24-valve inline six-cylinder
Drivetrain:     five-speed automatic, rear wheel drive
Horsepower:     215 @ 5800
Torque:     218 @ 3800
Fuel capacity:    17.5 gal.
Est. mileage:    18/25

Much to my surprise, young Ashleigh hopped into the LS430′s back seat, raised the side and rear sun shades, turned on the rear seat massage, and was in heaven.  Perhaps some luxuries are universal.

If the LS430 can impress the Britney Spears generation, it should have no problem grabbing the attention of the older, Mercedes-bred buyers it’s hoping to attract.  The original LS400 was a luxury upstart from an unlikely source–Toyota–that put Mercedes and Jaguar and other European luxury brands on the run.  Lexus kept the competition working hard throughout the 1990s with minor revisions and updates to the LS400, but the new-for-2001 LS430 is the first complete revision.  The wheelbase is longer, but the car is the same length, offering impressive increases in interior room and giving the car a more limousine-like presence at the curb.  The new LS430 has a larger engine, a more modern, angular look, and a whole list of new gadgets.

The LS430′s big-box design doesn’t do much for me, but judging by the pedestrians’ stares, it looks good from the curb.  Big chrome wheels certainly don’t hurt.  The wheelbase has been increased three inches, so the LS430 looks larger without being substantially longer.  Up front, a broad horizontal-bar grille with the familiar Lexus “L” in the center is flanked by multi-unit projector-lens headlamps under glass.  The broad hood is very Mercedes-like, and the squared-off trunk even more so.  Yet the proportions of the car are distinctly Lexus.  It’s hard to actually mistake an LS430 for a Mercedes S-Class thanks to some design voodoo.  The overall design is conservative and substantial.  The LS430 makes a good piece of upscale corporate jewelry.

It’s also a good place to be a chauffeur.  The LS430 is a playground of technology and gadgetry inside.  The lovely, gently sweeping dash looks best in light colors.  Lexus offers ecru, black, or ivory interiors with California walnut accents on the console, dash, and doors.  There are a lot of ancillary controls, to operate the raft of power options.  An in-dash satellite navigation system is available, as is an in-dash CD changer.  The front seats are both heated and cooled; a fan pulls hot air away from the body through perforations in the butter-smooth leather, for a cooling effect.  Seat, steering wheel, and mirror preferences are programmable, of course.  And, to make the driver’s job easier (since he may well be a professional) the doors and trunklid are equipped with self-closing mechanisms.  Very often in cars like this, the guy in the back is really the one who gets coddled.  It’s no surprise my sister spent so much time back there.  Sunshades cover both rear side windows, and the rear window.  The rear seats are not only heated and power adjustable, but have a massage feature as well.  Stereo and climate controls are provided for rear seat passengers, inside an armrest which looks almost like a second instrument panel.  A separate rear air conditioner is also available, with an air purifier.  The LS430 feels like the shortest limousine ever built–all it needs is a crystal chandelier and a wet bar.  My sister and I both enjoyed the 240-watt Mark Levinson sound system, which may not have been designed to blare Limp Bizkit and Nelly Furtado for the enjoyment of teenagers (and their journalist brothers), but obliged quite willingly.

To witness Lexus’ signature quality all one has to do is listen to the LS430 while driving or riding inside.  Listen hard.  That’s the trick–the LS430 is nearly silent and vibration-free while it’s running.  The magic-carpet ride has always been a Lexus trademark, and the LS430 takes it farther with an available air suspension.  To smooth out the overall freeway ride as well as improve the road feel, the available Dynamic Laser Cruise Control can be programmed to maintain a set distance from the car ahead, rather than a set speed.  This way, there’s no need to disable the cruise control in heavy traffic.  We didn’t use it much; it was easier to simply pass the slower cars.

Lexus has been just as fanatical about the engine’s smoothness as it has the suspension’s.  It’s so smooth and silent it’s hard to believe there’s a 290 horsepower engine under the hood. The new 4.3 liter V8 is a silky 32-valve powerplant, and uses Toyota’s Variable Valve Timing with intelligence (VVT-i) to ensure slick power delivery.  The LS430 will even help the driver; the Intuitive Powertrain Control detects gas pedal pressure, vehicle speed, road grade, and other factors, and adjusts the engine’s torque delivery to make the ride smoother.  The result?  Much of the jerkiness felt when trying to maintain speed in traffic is wiped out.  Intuitive Powertrain Control will also automatically hold gears while climbing hills, and downshift when the brake is applied.  Chances are most drivers will never even notice it working.  The five-speed automatic transmission works so smoothly it might as well be using a single all-purpose gear.

Yet another driver assist is available–Intuitive Parking Assist.  Ultrasonic sensors pick up obstacles in front of and behind the car can be had on minivans and are nothing new, but the LS430 uses the navigation system’s dash display to show exactly where the obstacle is.  It proved invaluable when parallel parking the big car.

The laser-guided cruise control, Intuitive Parking Assist, and Mark Levinson sound system are all part of the LS430′s Ultra Luxury Package.  It also includes the air suspension, navigation system, moonroof, powered door closers, sun shades, and more.  The Ultra Luxury package adds over $12,000 to the LS430′s base price of $54,005.  The boardroom-on-wheels feeling makes the car well worth our test car’s price of $70,440–even to teenage girls.

Specifications:
All specs are for the 2001 Lexus LS430, which we tested.
Length:     196.7 in.
Width:        72.0 in
Height:        58.7 in.
Wheelbase:    115.2 in
Curb weight:    3955 lb
Cargo space:    20.2 cu. ft.
Base price:    $54,005
Price as tested: $70,440
Engine:     4.3 liter, 32 valve V8
Drivetrain:     five-speed automatic, rear-wheel drive
Horsepower:     290 @ 5600 rpm
Torque:     320 @ 3400
Fuel capacity:    22.2 gal.
Est. mileage:    18/25

Oh, don’t ask yourself silly questions like that.  Duesenberg and Pierce Arrow may be long gone, but that doesn’t mean that no one’s building truly glamorous cars any more.  To prove that, we present the 2002 Lexus SC430.  Rising from the ashes of the much-acclaimed SC400, which just ended an impressive ten-year production run without a major design change, the SC430 takes the SC400′s competence, slices off the roof, and injects a big dash of Mediterranean-vacation flair.  The resulting package is a brand-new flagship for Lexus and good news indeed for automobile enthusiasts.

The SC430 is very much like a small, roadgoing yacht.  Lexus’ designers even looked at sleek luxury yachts along the French Riviera for inspiration of the SC430′s open-air design.  The car’s broad, chrome bumper-level grille leads the way, just like they did on the glamor cars of the 1930s.  Swept-back headlights and a tapered nose also echo classic cars in a very subtle, modernized way.  From there the body takes a gradual upward rise, wrapping a relatively high cowl around its two passengers.  At a glance, the SC430 looks like an Audi TT, but it’s got much longer overhangs and more relief than the bathtub-shaped Audi.  The SC430 is also a somewhat larger car, although it’s still a de facto two-seater.  The rear seats will only just hold a decent-sized picnic basket; only imaginary friends will be able to spend time back there.  The blocky 18″ wheels are attractive, massive, and a welcome departure from the open-air five-spoke wheels that grace most of the SC430′s competition.  It’s a quietly impressive car.  The look isn’t radical but elicits easy smiles from onlookers.  We were eagerly questioned by the pilots of a Saab 9-3 convertible, a cement mixer, and an Infiniti I30 during our short test drive.

And of course, no true glamor car would be any fun with a fixed roof.  A joke made in the recent movie “Three Kings” about Lexus’ lack of a convertible in the lineup is no longer current, as a quick touch of a switch on the SC430′s dash confirms.  The second retractable hardtop currently available for sale in the United States, the SC430 does a traffic-stopping, roof flipping dance just like that of the Mercedes SLK.  The windows drop, the trunklid flips open backward, and the roof lifts itself off , folds in half, and stows itself.  The operation is quick enough to perform at a traffic light.

The SC430 doesn’t fail to impress from the driver’s seat, either.  The wood/leather Lexus wheel is perfectly sized for spirited driving.  A perfect crescent of matching wood crosses the dashboard.  Three deep pods house the gauges, which feature Lexus’ signature electroluminescent lettering.  Even the doorsill scuff plates have “LEXUS” lettering that lights up at night.  The sound system and optional navigation system controls are hidden behind retractable wood covers, of walnut or maple depending on customer choice.  And speaking of that sound system, it was designed by Mark Levinson, a company whose home sound systems routinely cost over $100,000.  Other Lexus models are available with Mark Levinson systems, but the SC430′s has been tailored specifically for the car, with separate top-up and top-down sound atmospheres.  In a word, it’s fantastic; we can’t recall hearing a better factory sound system.  Ever.

You wouldn’t know there was a 300 horsepower V8 under the hood to listen to the SC430.  True to the Lexus badge on its nose, it’s absolutely silent and motionless at ide.  The car remains quiet and civil even as it’s responding very quickly to a stomp on the gas pedal.  It retains its composure, but perfomance is still impressive thanks to a five-speed automatic transmission and electronic throttle control.  The 32-valve V8, equipped with Toyota’s variable valve timing with intelligence (VVT-i) is smooth and strong.  Lexus clocks the 0-60 run at 5.9 seconds, placing the SC430 in Jaguar and Mercedes performance territory.

Those big 18″ wheels are only part of the suspension story.  A fully independent double wishbone suspension keeps the SC430 nimble enough to go and play with those Jags and Benzes, should the need arise.  The SC430 has also been reinforced so that its topless ride doesn’t compromise the smooth handling Lexus is known for.  Vehicle Skid Control (VSC) traction control, antilock brakes with Toyota’s Brake Assist panic-stop detection system, a tire pressure monitor, and side airbags are also along for the ride.

The SC430 is well-equipped for it glamor-car role. The retractable hardtop is standard equipment, of course, as is everything except a spoiler and the navigation system, and run-flat tires.  Run-flat tires are desirable, because of the trunk space that’s freed up when the giant full-sized spare is removed.  Besides, who wants to risk letting a flat tire spoil the fun?  Run-flats allow the SC430 to be driven up to 100 miles for a professional tire change.  The SC430 stickers for $58,455; our navigation system-equipped test car tipped the checkbook at $61,295.  Is that price steep?  Yes.  Is it worth it?  We think so.  And we’re not the only ones.  Lexus plans to build only about 12,000 SC430s for the 2002 model year, and about two-thirds of them have already been presold.

Specifications:
All specs are for the 2002 Lexus SC430, which we tested.
Length:     177.8 in.
Width:        72.0 in.
Height:     53.1 in.
Wheelbase:    103.1 in.
Curb weight:    3840 lb.
Cargo space:    8.8 cu.ft.
Base price:    $58,455
Price as tested: $61,295
Engine:     4.3 liter DOHC 32-valve V8
Drivetrain:     five-speed automatic, rear wheel drive
Horsepower:     300 @ 5600
Torque:     325 @ 3400
Fuel capacity:    19.8 gal.
Est. mileage:    18/23

Somehow, the Lexus ES300 has always seemed like the “cheap” Lexus.  Even after the introduction of the smaller, less expensive IS300, the ES300 seemed to occupy a niche below it in the pecking order, perhaps because of a distant but still obvious relationship to the bread-and-butter Toyota Camry.  The ES300 was never actually a cheap car, but it suffered in comparison to its more unique stablemates, in much the same way that the Infiniti I30 seems less special because of its close relationship with its cousin the Nissan Maxima.  That’s all changed for 2002, however, as the ES300 gets a much-overdue update (it had been basically the same car for a decade) and steps off in a completely new direction.

With the IS300 available to cater to the sport-luxury market, the all-new ES300 abandons any pretense of sporting intent.  It’s longer and taller than last year’s model, and numerous improvements to the body structure make it a quieter, more luxurious vehicle.

The new design molds elements of the Lexus SC430 and Toyota Celica into a unique, distinctive look.  The triangular headlights are pulled back far along the front fenders, and the hood has a deep dip.  The frameless, horizontal-bar grille is a Lexus hallmark.  It has a tallish stance, for improved headroom, and the C-pillar curves in a graceful, high-flanks arc similar to that of the Lexus GS430.  The 16″ wheels are unfortunately ordinary.  Taillights are spruced up with a sweep of chrome.

Pampering is the name of the game inside.  The seats are instantly pleasing and couch-like.  The very handsome interior features California walnut trim accentuating a T-shaped console.  Little touches like footwell lights and water-repellent front side glass (it’s coated with titanium silicate, which makes water bead more easily) set the ES300 apart from the near-luxury crowd.  The optional navigation system lives high in the dash, and the screen tilts to reduce glare.  A touch of a button slides the whole screen out of the way for loading of compact discs or cassettes into the audio system.  A high-end, high-quality Mark Levinson sound system is also available.

As the “300″ in the name suggests, the ES300 is powered by a 3.0 liter V6.  This double overhead cam motor puts out 210 horsepower and powers smoothly down the freeway and away from traffic lights thanks to Variable Valve Timing with intelligence (VVT-i).  Most impressive about this motor is its high (for a V6) fuel economy of 21/29, and its Ultra Low Emissions Vehicle (ULEV) rating.  It’s mated to a five-speed automatic transmission.  The additional gear’s purpose is also keeping things smooth on the freeway.

The four-wheel independent suspension is supple and isolated, but not numb.  MacPherson struts are used at all four corners, giving the ES300 a smooth highway ride.  It comes close to matching the LS430′s magic-carpet feel, and it’s a definite cut above the competition from Infiniti.  The ES300 isn’t afraid of curvy roads, either.  Spirited driving is not this car’s mission in life, however.  It’s less than entertaining on those tight switchbacks, but at least it isn’t scary.  An optional Adaptive Variable Suspension (AVS) features “active” shock absorbers which change their damping rate according to road conditions, vehicle speed, and vehicle movement.  Drivers can choose between variable levels of damping to make the ride softer or firmer.

Like in big brother LS430, there’s a whole lot of safety-enhancing technology along for the ride.  Standard equipment on the new ES300 are anti-lock brakes and Electronic Brake Force Distribution (EBD).  EBD redistributes braking power when one or more wheels starts to skid, to maximize braking ability.  Vehicle Skid Control (VSC) is optional.  It’s an active safety system which uses traction control, EBD, and the brakes to keep the car stable while cornering on slippery roads or during emergency braking.  Side curtain airbags are standard, as are dual-stage front airbags.

One of the nicer things about the ES300 is that it feels slightly more expensive than it is, thanks in part to the optional equipment it’s inherited from the LS430.  The six-disc CD changer and DVD navigation system are all but taken for granted in luxury cars these days.  Want a rear sunshade?  It’s on the list.  Dual-level heated seats?  Got ‘em.  High-intensity discharge headlamps and rain-sensing windshield wipers?  Yes, sir, coming right up.  And don’t forget all the add-ons previously mentioned, like the adjustable suspension and stability control.  Pricing is expected to begin in the low $30,000 range–right in line with the rest of the market.   Ed Laukes of Lexus sums it up nicely when he says, “Call it a baby LS430.”

Specifications:
All specs are for the 2002 Lexus ES300, which we tested.
Length:     191,1 in.
Width:        71.3 in.
Height:        57.3 in.
Wheelbase:    107.1 in.
Curb weight:    3439 lb
Cargo space:    14.5 cu.ft.
Engine:     3,0 liter, 24-valve DOHC V6
Drivetrain:     five-speed automatic, front-wheel drive
Horsepower:     210 @ 5800
Torque:     220 @ 4400
Fuel capacity:    18.5 gal.
Est. mileage:    21/29