If Lexus was late to the luxury party in 1989, then it could be considered damn near asleep at the wheel and stuck in its driveway on the way to the super-sporty-sedan soiree. It took the company until 2007 to introduce a high-performance model, the IS F, but that model fizzled, left to fend for itself without any siblings. But no more—Lexus’s second go at its performance sub-brand includes a roadmap for more models, including the new RC F coupe—and, we suspect, an IS F very soon—and this, the 2016 Lexus GS F.
NOT HOT, BUT CERTAINLY WARM—VERY WARM
Standing atop this new F hierarchy, the GS F is Lexus’s first ever volley at the hotter versions of the Audi A6, BMW 5-series, Cadillac CTS, and Mercedes-Benz E-class. However, the GS-based GS F is more closely aligned to the mid-level performance offerings from Lexus’s competition. That means, instead of the BMW M5 and Cadillac CTS-V, the GS F will instead face off against the Audi S6, the BMW 550i M Sport, and the Cadillac CTS Vsport.
While this might be sobering news for Lexus’s team to hear, the simple truth is that 467 horsepower just doesn’t cut it at the top of the supersedan heap anymore. Sure, the GS F’s naturally aspirated 5.0-liter V-8 sounds lovely on paper, but its specs pale next to the 640-hp CTS-V and the 575-hp M5. Curiously, the GS F’s V-8 is carried over untouched from the smaller RC F coupe. It makes the same 467 horsepower and 389 lb-ft of torque and zings to the same, 7300-rpm redline. Like the RC, the GS uses an eight-speed automatic transmission and drives the rear wheels.
Borrowing the engine from a smaller vehicle might sound like a recipe for a sad trombone cut-in, but not so fast. Lexus managed to keep the GS F’s weight to a minimum, resulting in a claimed curb weight of 4034 pounds, only 76 more than the RC F coupe. Credit the GS’s more integrated structure; the RC F is cobbled together from the bones of the GS, the previous-generation IS convertible, and the newest IS sedan. The RC’s convertible-sourced bits, especially, are porky, since that car’s middle section came with rigorous bracing and thick sills to mitigate chassis twist caused by the lack of a roof. So the GS F has a shot at being nearly as quick as the RC F, which we clocked at 4.3 seconds 0 to 60 mph and 12.8 seconds through the quarter-mile.
EXECUTIVE EXPRESS
Although Lexus has yet to detail the GS F’s suspension upgrades—we expect a nice Viagra regimen for the dampers, springs, and bushings—it does specify that the front brake rotors measure a massive 15 inches in diameter and are clasped by six-piston calipers. Out back, there is a torque-vectoring differential (controlled via a pair of clutch packs), just as in the RC F. Slick-looking, staggered-width 19-inch forged-aluminum wheels poke out from the GS F’s muscular wheel arches and come wrapped in 255/35 front and 275/35 rear Michelin Pilot Super Sport tires.
Visually, the GS F certainly looks the business. Subtle enhancements to the front and rear fascias introduce some attitude, especially to the car’s face, which gets squintier headlights and gaping intakes. Lexus’s signature spindle-shaped grille is present here, which is either a really good thing or the opposite of that, depending on your taste. The front bumper also incorporates boomerang-shaped LED lighting accents that more or less ape those on the IS and the RC, while the rear bumper houses stacked quad exhaust outlets. Everything about the exterior comes off as subtle and well integrated, perfect for an executive express. The interior is another story, with extra-racy-looking seats, high-contrast materials, and copious amounts of carbon-fiber trim.
Until now, the sportiest GS sedan available has been the F Sport model, a sort of F lite that marries the regular GS350’s V-6 engine with a stiffened suspension and mild cosmetic upgrades. We find the F Sport to be a satisfying and engaging piece, but there’s no denying it is a car in search of more power.
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