10

LEXUS FOR THE MILLENNIUM

“Your individual passion for driving, perfectly expressed. It radiates charisma, as you effortlessly sweep through twisting curves. You’re gripped firmly in the driver’s seat, in a stylish interior dedicated to performance. Rushing to the point where you and the car are one, where your dreams and this reality merge. The inspiration: a car with an individuality and athleticism that directly fulfils your driving passion. The foundation: the Lexus reputation for superior quality in every detail. The result: a sedan that is truly a work in ideals. In its stability and control, performance, and packaging. In the expression of your individuality. Introducing the Lexus ... IS200.” - Australian brochure for the IS200.

The tasteful interior of the 1999 Windom ‘Coach Edition’.

1999 saw a massive shift in exchange rates around the world. The Dollar was back to around 100 Yen to $1 while, in Europe, the introduction of the Euro led to the Pound weakening against the Yen as Japan threw its support behind the new currency. From a peak of 240 Yen to the Pound in the autumn of 1998, the rate settled back to around 200 before moving quickly to 185 Yen to the Pound in the opening days of the New Year. By the end of 1999, it was nearer 175. Pricing policy was always going to be a tough call.

During February 1999, a ‘Coach Edition’ Windom was launched in Japan, using the 2.5G or 3.0G as a base model. Priced at 3,270,000 and 3,715,000 Yen, respectively, they featured leather trim, chrome-plated alloys and gold badging. Limited to just 1000 examples, the ‘Coach Edition’ came in black, with shades of gold or white listed as options. A couple of months later, it was announced that Hiroshi Okuda was now Toyota’s Chairman, his place as President being taken by Fujio Cho, the ex-VP.

On 1st April, the 10th Anniversary Edition Celsior was announced, with sales starting in the first week of May. Available on the ‘eR’ version of the Type B or the Type C, it featured BBS alloy wheels, special rear glass with a top tint, unique treadplates and a number of presentation goodies. It also came with White Pearl Mica paintwork or a choice of two other silver or green hues, all of which could be combined with different shades of lower cladding to give a total of six variations. Interiors could be in traditional walnut, or a sporty grey finish. Prices ranged from 6,080,000 to 6,330,000 Yen.

Pages from the 10th Anniversary Edition Celsior brochure, showing all the colour and trim variations available. The multi-spoke BBS alloy wheels (7J x 16) gave the car a very sporty look.

At the 1999 Detroit Show, it was announced that the Altezza (Lexus IS) would eventually be sold in the States, probably in the middle of the year 2000. In the meantime, this IS200 was displayed at Yoshihiro Inomoto’s Lexus-sponsored technical art exhibition in California during May 1999. (Courtesy Yoshihiro Inomoto)

In August 1999, it was announced that all Soarers would now be equipped with 16 inch alloy wheels fitted with 225/55 tyres, allowing for larger brakes across the range. Red Mica paint was added to the list for good measure. Two days later, the Aristo gained an upgraded DVD navigation system (although it was still an option) and new shades of white and silver.

Still in the same month, the Windom was given a subtle facelift to make it look more sporty, along with three new coachwork shades, and some minor interior revisions. A Cruising Edition was also added to the line-up, with 16 inch alloy wheels and tyres, special badging and grey-coloured woodwork. These were the most expensive cars in the Windom range, the three litre version costing 3,700,000 Yen.

An IS for America

At the 1999 Detroit Show, it was announced that the IS200 would be sold in America from the middle of the year 2000, taking the US Lexus line-up to nine vehicles. Aimed at the younger generation in a bid to expand its customer base still further, it would be marketed in the same vein as the GS series.

“This is a key product for Lexus,” said Bryan Bergsteinsson. “With our sporty GS sedan series and successful RX300 SUV attracting younger, affluent buyers, the IS will further help Lexus reach its full potential.

“We think people will be amazed when they experience the driving capabilities of the IS. We proved Lexus could offer a car with outstanding performance and first class luxury when we introduced the GS400. The IS has the same winning formula with a lower price. People who may have never considered buying a Lexus will now give us a closer look.”

Engine specifications, as well as standard and optional equipment, were still largely undecided at this time. However, although the displacement was still under consideration, the US version of the Lexus IS would definitely have a six cylinder power plant featuring VVT-i.

By the spring of 1999, the time had arrived for the IS200 to enter the European arena. Toyota GB anticipated selling in excess of 5000 units during the remainder of the year - a very high figure by British standards, but one which looked justified if the good initial road test reports got converted into sales. This is the striking cover of the IS200 catalogue for the UK market.

The UK Market

May 1999 saw news break of a successful prosecution under the Trades Descriptions Act brought about by Toyota GB against one of the many specialists in the UK dealing in so-called ‘grey imports’ from Japan. The dealer called two of the vehicles he had for sale ‘Lexus Soarers’. Of course, there is no such thing, and Toyota GB considered that the use of the Lexus name was inappropriate, being used solely to inflate prices.

For the author, however, it was just as interesting to note that one of the Soarers was on sale at £49,000, when the most expensive grade ever sold in Japan was only 7,626,000 Yen - equivalent to £38,000 at the then current rates - brand new, five years earlier! Moreover, of the more recent models, the top price had been nearer 5,500,000 Yen, or about £28,000.

For years now, buyers in the UK have been paying too much for motor cars when compared to the rest of the world. As long as people continue to be willing to part with twice as much cash as they need to, however, dealers in both new and second-hand cars will always be more than happy to take it.

A Government enquiry into car pricing was launched recently, though, in reality, far too late. Indeed, one wonders if it would ever have happened at all had various magazines and TV programmes not highlighted the growing numbers of grey imports flooding into the country (due in great part to the fact that cars are significantly cheaper abroad, not only in America and Japan, but on the Continent as well).

Ironically, had the Government stepped in earlier and levelled prices off with the rest of the world through different taxation, there would be no need for the majority of grey imports in the first place.

Nobuaki Katayama - Chief Designer of the IS200.

Apart from the obvious badging, the Lexus grille was different to that found on the home market cars. In addition, the chronograph-style main instrument came with a dark outer bezel, lighter face and dark auxiliary gauges on the IS200, while the opposite colour scheme was used in Japan.

An early design concept sketch of the IS200.

Anyway, far more important things were afoot. On the 20th May, the Lexus IS200 went on sale in Britain, with prices starting at just over £20,000. While all cars came with air-conditioning, power-assisted rack-and-pinion steering, dual front and side airbags, a six disc CD player, alloy wheels, ABS brakes and traction control as standard, there were three levels of trim available - the ‘S’, the ‘SE’ and the ‘Sport’.

The basic model was £20,500, while the SE, which added items like heated and electrically-adjustable seats, an electric sunroof, headlight washers and a windscreen de-icer, an uprated stereo, a thicker rear anti-roll bar, 17 inch alloys (in place of 16 inch wheels fitted to the S), and a leather and Escaine interior, was £1500 extra. Both of these models could be bought with a four speed automatic transmission (with cruise control) for an additional £1195. The top-of-the-range Sport was priced at £23,000, and came with a Torsen rear differential, a rear spoiler, stainless tailpipe finisher, stainless treadplates and drilled alloy pedals.

The European IS was powered by the 1G-FE unit, a twin-cam 24 valve straight six with VVT-i. With a bore and stroke of 75 x 75mm, the cubic capacity was 1988cc. With a 10:1 compression ratio, the fuel-injected engine produced a modest 153bhp at 6200rpm and 144lbft of torque at 4600rpm.

This power plant was linked to a six speed manual or optional four speed automatic gearbox. The six speed manual IS200 gave a 0-60 time of 9.5 seconds and a 134mph top speed; fuel consumption averaged out at almost 30mpg.

Following its road test of the IS200, Car magazine said: “This new small Lexus ... has the mettle to punch a hole in the German monopoly on rear wheel driven fun.”

IS200 fascia, in European left hand drive form with automatic transmission. Without a doubt, most cars sold in Europe will have a manual gearbox, though with a similar gearknob.

The UK IS200 employed 205/55 tyres on 6.5J x 16 alloy wheels as standard, with 215/45 ZR-rated tyres on 7J x 17 rims (seen here) for the SE and Sport models.

Autocar was also quite impressed, stating that the “elegant design goes beyond skin deep ... Cabin design is not to all tastes but spec. is unbeatable. Performance is smooth but lacks flexibility. Great brakes.” On the down side, fuel consumption (at 21.0mpg overall) was thought to be high for a two litre machine, and handling was “not the masterpiece we anticipated, despite a fine ride. General opinion is that all this car needs is a week at the Lotus school of damping to turn it into a genuine BMW-beater on the road.”

Summarized as a “strong new 3-series alternative,” the same magazine later pitched the IS200 Sport against the BMW 323i SE, and concluded that although it was substantially more expensive, “as an incredible all-round tourer and sports saloon, the 323i still has no peer.”

The BMW was much quicker, having a 9% advantage in its power-to-weight ratio. With the Japanese-spec. four cylinder engine, which produced 30% more power, in the author’s opinion, the IS200 would have been a potential world beater. Although most journalists were quite happy with the quality of the 1G-FE, it had typical small capacity straight six characteristics, i.e. a lack of low down torque.

The decision not to employ the high performance unit can only be regarded as a missed opportunity. However, as a value for money package, the IS200 was pretty hard to beat. Rumours in certain circles pointed towards the chances of a GS300 engine powering the top IS in the future (the IS300, perhaps?), but only time would tell. Meanwhile, What Car? voted the IS200 the most secure car on the UK market, with the first ever perfect 100/100 score. An initial surge of orders for the new Lexus created a two month waiting list.

As for dimensions, the IS200 was 4400mm long (the wheelbase was 2670mm), 1720mm wide and 1420mm high. The front track was 1495mm, 10mm wider than that specified for the rear. Ground clearance was 145mm. Weights ranged from 2992lb (1360kg) to 3157lb (1435kg) depending on the model.

The LS400 and GS300 continued to sell steadily. The LS, priced at £49,999, listed the handcrafted wooden steering wheel as a £470 option, and could be bought equipped with a Dynamic Handling Pack. For the additional £2424, the buyer got a lowered suspension, 17 inch wheels and tyres, and a colour-keyed front grille.

The GS300 still came in three variations - the S, SE and Sport, with prices ranging from £30,525 to £37,450. As with the IS200, a navigation system could be specified, although at more than £2000, it was rather expensive, to say the least.

An impressive shot of the IS200 running on German registration plates. Nobuaki Katayama, the IS200’s Chief Engineer, said: “We wanted to create a car that has a strong identity. The styling had to be bold and distinctive. It needed to appeal to the emotions of the driver and, like an athlete, it had to be intelligent, dynamic and aggressive.”

The RX Appears in Europe

At the Frankfurt Show in September, the public got a taste of the luxury 4x4 aimed at the European market for the autumn of 2000. Featuring very modern styling, reinforced by massive 19 inch alloy wheels, and a unique brushed alloy and black leather interior, the RX Concept followed the same basic formula established by the best-selling Lexus RX300.

Designed at Toyota’s EPOC (European Office of Creation) in Brussels, “The RX Concept contains many of the detail design features that a Lexus customer has come to expect. These start with the spectacular high gloss Millennium Silver paint finish, parabolic multi-reflector headlamps and matching chrome Lexus badges. Even the roof-rack bars are carefully integrated into the ‘one volume’ styling, flowing smoothly from the windscreen to just above the rear doors.”

The publicity material continued: “Another key feature is the use of specially designed 19 inch wheels which, combined with a carefully tuned and lower ride height, add to the car’s distinctive and dynamic proportions. These are further enhanced by the extended lower bumper area which incorporates an aluminium alloy protection moulding and projector beam foglights at the front, and a lowered rear bumper valance featuring keynote Lexus individual exhaust outlets, finished in alloy.”

In the following month, the RX Concept Car was exhibited at the London Show. Rumours pointed towards a UK introduction for the autumn of 2000, when the 2001 Model Year version is due to be launched. It will find strong competition from the Mercedes-Benz M-Class and the recently introduced BMW X5, but if the exchange rates are kind, it could make a serious dent in sales of the German SUVs.

Once again, Britain proved to be the world’s second largest Lexus market and, at last, the marque could justify separate Toyota and Lexus dealerships. By the time of the 1999 Motor Show, when the Seventh Generation Celica made its debut, Toyota GB was already well on course for its third consecutive year of record Lexus sales.

At the end of 1999, projections for the IS200 proved to be spot on, with 5245 being sold in the UK. Unfortunately, the GS300 could only muster 1279 sales and the LS400 a minute 380 to give an annual total of 6904 units. Although some potential GS buyers would have been swayed by the IS, the LS was a particularly disappointing figure.

A New Soarer?

By the end of 1998, with sales struggling to top 3000 units a year in the States, speculation was rife regarding the next generation of SC coupés. Admittedly, the original SC (sold in Japan as the Soarer) had been around for a long time in Toyota terms, and was now starting to show its age, so perhaps something new was on the cards.

In its issue dated 11th November 1998, the Autocar stated that the new 2+2 SC was due for launch in the latter part of 2001. Their article contained drawings of the car, which looked absolutely stunning. Aimed at the Mercedes CL, it was noted that ItalDesign had a hand in the styling, and that new engines would power the rear wheel drive vehicle - a 280bhp 4.3 litre V8, and the five litre V12 found in the latest version of the Century limousine.

The RX Concept as it appeared at the 1999 Frankfurt Show.

Rear view of the Lexus Sport Coupé. Predictions that this was to be the next generation of Soarer/SC coupé were later confirmed, with production being cited the start of 2001.

Lexus Sport Coupé

Unveiled at the 1999 Tokyo Show, the latest Lexus concept car was christened the Sport Coupé. Powered by a four litre V8 with a five speed automatic transmission, and designed with the help of numerous companies (including the Aisin Seiki Co. Ltd., the Pacific Industrial Co. Ltd., the Denso Corporation, EPOC, the Goodyear Tyre & Rubber Co., and Harman-Motive Inc.), the Sport Coupé provided the public with tantalizing clues as to what the long awaited replacement for the SC400/SC300 would look like.

“Designed with sleek, svelte lines and a taut cabin, the Lexus Sport Coupé concept vehicle presents a solid yet intelligent image of sophisticated power. A long wheelbase, short overhang and road hugging 18 inch tyres add to this feeling of strength,” noted the Press Release.

It continued: “The Lexus Sport Coupé concept vehicle is the jewel of Lexus. At the touch of a button, the vehicle can transform from a coupé to a convertible; the aluminium hardtop disappears magically into the trunk in around 20 seconds. Drawing from several sources, the styling unites sleek exterior lines inked in Europe with a luxurious interior that was laid out in Japan.

“Double-wishbone suspension on a specially-constructed convertible platform combine with a powerful yet clean V8 engine to make the 2+2 Lexus Sport Coupé a driver’s paradise. Whether cover-up coupé or let-it-all-out convertible, the Lexus Sport Coupé concept car makes a stylish statement.

“The surfaces of the strong side sections are free of decoration, contributing to that refined, elegant look of classic luxury. A forward sloping roof interplays with a prominent front bonnet and big fenders with pronounced wheelarches to produce a dynamic, powerful, flowing profile. The high tech lamp layout is distinctive, with independent low and high beams, while the turn signals and clearance lamps also exude luxury. The vehicle’s overall rich, full quality is repeated in the interior, which conveys a sense of ease that recalls the quiet of your own living room.”

With an overall length of 4515mm (the wheelbase was 2620mm, incidentally) and width of 1825mm, the well defined, aerodynamic lines were the work of Sotiris Kovos - one of the team at Toyota’s EPOC design centre in Belgium - while the luxury interior, characterized by acres of leather and polished wood, was the responsibility of Satoru Kuno in Japan.

The Lexus Sport Coupé taking centre stage on the Toyota stand at the 1999 Tokyo Show.

The interior was equipped with full instrumentation (including GPS navigation), an advanced air-conditioning system that could still work efficiently even with the top down, and a top-of-the-range nine speaker stereo. Seating featured memory functions for both the driver and the front passenger.

The aluminium hardtop and its ingenious electrically-powered folding mechanism naturally encroached on boot space, but there was just enough room for a set of golf clubs, and the 2+2 seats in the rear could always be used for extra luggage. A clever space-saving measure was the adoption of special 245/40 ZR18 run-flat tyres, alleviating the need to carry a spare.

“This is certainly an emotional car,” said Kovos. “I think that the lines that define the character of the Lexus Sport Coupé are reminiscent of those of a luxury yacht. It has a natural, sculpted beauty and richness about it.”

Of the first Lexus prototype to be shown in Japan, Car & Driver noted: “Pictures do not do this car justice; the subtle character lines and gentle curves are much more appealing in person.” Having been at the Tokyo Show, the author can wholeheartedly agree!

Speculation in the motoring magazines points towards the Sport Coupé making its debut in January 2001, although there was no official word from Toyota. The exciting prospect is that if the vehicle does go into production, there is a strong possibility that it will reach British shores in right hand drive form (home market cars are right hand drive, of course, and this would provide another sales outlet for a low volume model).

Other News from Japan

Although the exchange rate wasn’t particularly helping Toyota’s profits on exports, at the Tokyo Show, the Origin was proudly displayed alongside the Lexus Sport Coupé. This was actually a replica of the first Crown, built to commemorate the production of 100 million Toyota passenger cars!

In mid-January 2000, Toyota teamed up with Coach once again to produce a specially trimmed limited edition Windom. Available on either the 2.5G or 3.0G grades, the ‘Coach Edition’ could be finished in silver or black, with special white and metallic gold shades being listed as optional. Each car carried the Coach logo, chrome-plated alloys, and came complete with three matching Coach leather bags. The 2.5 litre version was 3,350,000 Yen, while the three litre cost 460,000 Yen more.

Before leaving Japan, mention should be made of the country’s aftermarket tuning industry. Without doubt, this has to be the world’s largest outlet for modified cars and tuning parts, a fact that hasn’t escaped the notice of some very well known companies. Toyota racing specialists, TRD offered uprated engines, competition parts, special wheels and various aerodynamic aids for the Altezza, for example.

The elegant fascia of the Sport Coupé.

The pleasing profile of the Lexus Sport Coupé with its hardtop in place.

At the 2000 Tokyo Auto Salon, held in January, more than 300 different concerns had stands, many of them with components suitable for one or more cars in the Lexus line. Even Ukyo Katayama, the ex-Formula One driver, offered performance packages for the home market versions of the IS200 and GS300, the Altezza and the Aristo.

More recently, TTE (who announced its withdrawal from rallying, after winning the 1999 WRC crown, to concentrate on Toyota’s F1 campaign) has also turned to the aftermarket tuning business. With the GS and IS models receiving the TTE treatment, this can do nothing but further enhance the Lexus image.

Interestingly, the Lexus marque is arousing more and more curiosity in Japan, despite the fact that Lexus cars are not available in the country (for reasons explained earlier). Rightfully proud of its achievements, however, Toyota nowadays has a dedicated Lexus display area at its Mega Web facility, an enormous showroom linked with a tasteful shopping centre and funfair. Dealers offer replica Lexus parts (grilles and dashboard kits for the Altezza, for instance), and Lexus badges abound in aftermarket spares shops.

The US 2000 Model Year

Despite a strong Yen, the LS400 flagship was priced at $53,805 for 2000 - a marginal increase of $200 compared with last year. It gained an Onboard Refuelling Vapour Recovery system, and a new safety device known as Brake Assist.

The Brake Assist feature was linked to the ABS system and interpreted a rapid, hard push on the brake pedal as an emergency stop situation and, as such, reduced or boosted pedal pressure to bring the car to as quick a standstill as possible without locking the wheels. As the driver’s foot eased off the brake, the system’s influence automatically diminished and returned to a standby state.

Comparing the LS with the BMW 740iL, Audi A8 4.2 Quattro, Jaguar Vanden Plas and Mercedes S430, Car & Driver gave the decision to the BMW with 93 points, although it must be stressed that only four points separated the top four! The Lexus, by far the least expensive car in the group, came home in second place.

The GS series received a number of minor revisions, but nothing too spectacular. Both models were given the Brake Assist system, and Crystal White and Millennium Silver Metallic paint shades joined the coachwork colour option list. The GS300 gained a new engine cover, mimicking that of its larger stablemate, and was now certified as a Low Emissions Vehicle (LEV). The GS400 was priced at $46,005, while the three litre version was $37,605. Once again, the GS models were elected to Car & Driver’s Ten Best List, for delivering “an outstanding blend of indulgence, utility, and driving excitement.”

While the aluminium hardtop provided all the advantages of a closed body, the press of a single button converted the Sport Coupé into an open car in about 20 seconds.

A TRD conversion on the Altezza (IS200).

Listed at $31,405, the ES300 model was perhaps the recipient of the biggest changes for the 2000 Model Year. The latest ES featured a subtly restyled front bumper and grille (with two slats instead of three), a new aggressive-looking airdam, and the option of HID headlights to give the car’s face a fresh look. The rear combination lights also received attention, with a clear centre band making the tail appear less heavy. To complete the image revamp, 16 inch wheels and tyres were listed as an option.

Inside, the ES gained an electrochromic rear view mirror (along with the driver’s-side door mirror), more wood trim, stainless steel treadplates with the Lexus logo, revised rear headrests, a lock for the pass-through hatch for added security, and key-integrated remote entry. Selecting the VSC option now brought with it the new Brake Assist feature, and there were three new exterior colours for 2000: Mineral Green Opalescent, Millennium Silver and Graphite Grey.

According to Car & Driver, the ES300 displayed “Cartier-level fit and finish” and an “artful balance between comfort and performance.” In a tough nine car test of near luxury saloons, the ES was beaten only by the Chrysler 300M and the Acura 3.2 TL - both exceptional value-for-money cars. The Honda scored 95 points, the visually stunning Chrysler accumulated 94, and the Lexus was awarded 92.

The SC coupés entered the new season unchanged; the only exception to that statement was the addition of a fresh coachwork colour - Cinnabar Pearl. However, prices were now listed at $55,905 for the four litre model, and $43,405 for the SC300.

As for the SUV models, the LX470 (which cost $59,005 for the 2000 Model Year) was literally given the works. The Vehicle Skid Control system (VSC) and Brake Assist were added, while a modified version of TRAC provided a limited slip effect by electronically controlling rear wheel traction via brake intervention. Naturally, as well as gaining the benefits of four wheel traction control, the weight and expense of a rear limited slip differential was also saved.

Other new features for the LX included a power sunroof as standard (it had been listed as an option in the past), a more powerful stereo (uprated to 300 watts), the option of a wood and leather-trimmed steering wheel and gearshift, and illuminated entry linked to the remote keyless locking system.

The best-selling RX300 could now be finished in a new Mineral Green Opalescent paint, and supplied with an optional rear spoiler. Otherwise, it continued pretty much unchanged. The RX was still listed in two or four wheel drive guise - the FF model was listed at $32,505 in basic trim, while the four wheel drive system added a further $1400 before other options.

Toyota Team Europe’s interpretation of a tuned IS200 road car.

A TTE-modified Aristo (GS300) by Modellista, an official aftermarket arm of the Toyota organisation.

The Future Looks Bright

At the Los Angeles Show, on the 7th January 2000, Lexus unveiled the IS300. In the UK, Lexus opted to use the lower powered version of the two two litre engines employed in the home market Altezza. For America, however, it was decided that only the three litre unit from the GS300 was good enough, a decision doubtless helped by standardization factors and the fact that the 2JZ-GE now qualified for LEV status.

For the IS, the straight six produced 215bhp at 5800rpm, and 218lbft of torque at 3800rpm. The five speed automatic transmission, with E-Shift mounted on the steering wheel, was selected to transmit the power down to the back wheels (205/55 tyres were specified on 6.5J x 16 alloys as standard, with 215/45 ZR-rated tyres on 7J x 17 rims as an option). If preliminary specifications were to be believed, the IS300 was similar to the European ‘S’ model in its equipment levels, with a long list of options available if the owner wanted to upgrade.

A rear three quarter view of the same car, with its 18 inch wheels and tyres. The S300 version cost 4,465,000 Yen in 1999, with the turbocharged V300 model being listed at 5,115,000 Yen - about 10% higher than the standard production vehicle.

Modellista’s version of the Altezza, the Qualitat model, with numerous components being sourced from TRD. The Netz dealer network also offered its own aftermarket parts.

At the end of 1999, Toyota was once again declared World Rally Champions. However, shortly after, TTE announced its withdrawal from the WRC scene to concentrate on Toyota’s F1 efforts, although its aftermarket range of tuned parts would continue to be developed.

America’s LS400 for the 2000 Model Year.

Aiming to introduce the IS in the summer as an early 2001 model, the company had little doubt that the IS300 would appeal to younger drivers. Indeed, the shift in the US market’s perception of the Lexus marque - prompted by the sporting Second Generation GS and, more recently, the RX300 SUV - would help the IS’s cause no end.

Lexus VP and General Manager, Bryan Bergsteinsson, said at the announcement: “The new IS300 will appeal to buyers who value athletic performance and bold design over pure luxury. We’re confident at least 25,000 people a year will love it and buy it.”

A few days later, in Detroit, Lexus displayed the LS430 - the Third Generation LS. The Chief Engineer was Yasushi Tanaka, and the very modern lines, which seemed to make the car look much smaller, were penned by Makoto Oshima (who was also responsible for the body of the Second Generation). Bergsteinsson noted: “With the LS400, Lexus created the benchmark by which others are judged. Now, as the competition has caught up in many ways, we need to set new, higher standards.”

The Press Release highlighted a new 3UZ-FE 4.3 litre engine that offered enhanced performance combined with Ultra Low Emission Vehicle (ULEV) certification, more luxury features, a revised and roomier interior, increased safety, a new suspension package to improve handling and ride, and a larger range of options.

In describing the development of the new model, it stated: “The original Lexus LS400 prescribed a V8 engine as the ‘price of entry’ in the premium luxury segment more than ten years ago, when European luxury models typically offered less powerful six cylinder engines. The new 290bhp 4.3 litre V8 in the LS430, mated to a computer-controlled five speed automatic transmission, will rocket the Lexus flagship sedan from 0-60mph in just 6.2 seconds. Its 320lbft of peak torque and enhanced torque curve outclass some larger displacement engines, thanks in part to VVT-i. Lexus tuned the engine to produce more torque across a broad rpm range, making the car feel more responsive under all driving conditions.

“The LS430 introduces the industry’s first ‘torque-activated’ powertrain control, which governs the throttle based not just on pedal position, but on vehicle speed and engine rpm as well. When climbing a hill, for example, the controller will increase the throttle opening to provide more power without the driver having to ‘floor it.’ The car will behave more smoothly because unwanted up- and downshifts are avoided, and the driver doesn’t have to keep depressing and releasing the gas pedal to maintain a set pace over varying road conditions.”

Interior of the US-spec. LS400.

The 2000 Model Year GS400 for the US market. With its breathtaking performance, this is the view most other road users have become used to.

The new power plant produced 290bhp at 5600rpm, and 320lbft of torque at 3600rpm. Compared to the old four litre unit, this was the same amount of horsepower, but the peak occurred lower down the rev range, while, as one would expect with the increase in engine capacity, maximum torque went up by 20lbft. Oshima described the vehicle as “muscle in a tuxedo.”

The publicity material stated: “While retaining the ‘flavour’ of the original and Second Generation LS400s, the new LS430 exudes a more muscular presence. The sleek exterior, with the available Air Suspension, meets the wind with a 0.25 coefficient of drag, the lowest of any current passenger sedan. To achieve this level of aerodynamics, Lexus engineers tested the LS430 in the same wind tunnel used in the development of Japan’s legendary bullet trains.

“Fine tuning of airflow around bumpers, wings, the floorpan, mirrors and even the angle of the front grille bars contributed to the LS430’s unprecedented aerodynamic efficiency, which virtually eliminates wind noise, making the LS430 even quieter inside than its benchmark predecessors. In addition, the ultra low Cd helps keep fuel consumption about the same - even with the increased engine displacement and performance. Lexus was able to achieve the impressive wind tunnel performance despite raising overall height by 60mm.

“To increase interior room in the LS430, Lexus lengthened the wheelbase by 75mm but kept overall length the same at 4995mm. Compared to the externally larger Mercedes-Benz S-Class, the LS430 offers more leg and headroom in the front, slightly more cabin volume, and a larger boot.

A GS300 for the new millennium.

For the 2000 Model Year, the ES300 gained a new front spoiler and grille (with two slats instead of three) to give the car a more sporting appearance.

The cockpit of the US market ES300.

A 2000 Model Year SC400 on the move. The SC remains a very elegant GT car.

Interior of the SC400 for the American market.

Tail of the SC400. The fact that the lines have remained so timeless over the best part of a decade points to the excellence of the original design. Its days are undoubtedly numbered though.

“In building the new LS430, Lexus used a supercomputer to digitize the precise surface design of the body. The unit of measure used was 1/1000mm, ten times more precise than the typical 1/100mm unit used by other car companies. The result is more precisely stamped sheet metal for better fit and assembly quality. While Lexus has won the JD Power & Associates five year Vehicle Dependability Study every year it has been eligible, the company made 57 major improvements for even greater durability.”

Regarding the interior, it noted: “Before designing the LS430, Lexus designers and engineers studied luxury and craftsmanship outside the automotive realm. They visited five star hotel rooms, including Presidential/Royal suites, and surveyed first class aircraft cabins and luxury jet interiors. They also observed high end jewellery/watchmakers and guitar makers at work.

“The LS430 comes with higher grades of leather and wood. The climate control system features temperature and sun-sensing articulating air registers. If, for example, sunlight is concentrated on one side of the car, the registers will automatically deliver more cooling air to that side. Additional adjustments for the driver’s seat include dual lumbar controls and adjustable cushion length for greater thigh support.

“The standard combination wood/leather steering wheel features controls for the audio system, including an in-dash, single feed six disc CD changer as standard. The new CD autochanger location allows for a larger dual glovebox, and expanded interior storage includes compartments in the centre console and under the front seats.

“The options available on the new LS430 place it in a different category entirely. There are more than 15 major systems and features available, including advanced Adaptive Variable Suspension with Air Suspension, and a DVD-based navigation system. The GPS navigation system offers faster performance and far greater map storage capacity than CD-ROM-based systems. It includes a large seven inch screen, and integrates with the optional voice-activated digital/analogue phone.

The American market LX470 for 2000. The model, already highly specified, received even more standard features for the new millennium, including Brake Assist, VSC and a power sunroof.

A 2000 Model Year RX300 in the States.

“Also optional is the first automotive application by Mark Levinson, whose components are used in custom home audio systems costing $100,000 and more. Additional options include: climate control front seats (which use separate heating and cooling elements, not just fans), parking clearance sonar, power sunroof, power adjustable rear seat backs with memory, power rear sunshade and manual rear door sunshades, rear air-conditioner with air purifier, rear seat heat and massage, power door and boot closers, and dual-level heated seats.

“Lexus incorporated the new technology to make driving the LS430 more comfortable, convenient and pleasurable. Even with the navigation system and high end audio, controls are easy for the driver and passengers to identify and operate.”

Apart from the Mark Levinson stereo, many of these items had been options in Japan for several years (a number could be found in the Celsior’s F-Package, for instance), but it was the first time such things had been seen in the States.

As for safety, something we cannot ignore nowadays, the LS430 “features a strong passenger cell protected by front and rear crumple zone structures. The SRS system in the 2001 LS430 adds advanced variable-force airbags and side curtain front and rear airbags. Sensors determine the force with which to deploy the front airbags, helping to maximize occupant restraint performance. The front seats and rear outboard seats feature seatbelt pretensioners with force limiters.”

With a home market launch scheduled for August 2000 (just in time to meet Japan’s forthcoming emissions regulations), it remains to be seen what Toyota’s rivals will do in reply. Luxury cars have advanced so much recently, largely as a result of increased competition in a dwindling market and, in no small part, because of the introduction of the first LS. It made European and American manufacturers sit up and take notice. As their customers moved towards the Japanese marque, they were forced to ask why, and made their cars better in response - not just better technically, but in value-for-money terms as well. In addition, with so many people moving towards SUVs, the prestige sector is indeed a very tough arena in which to compete.

The IS300 was announced at the 2000 LA Show. A small promotional brochure was handed out at the event; the front cover stated “You’re too young to own a Lexus” and on the following page, along with the July 2000 launch date, it said “A few more months should do it.”

The adoption of a three litre engine for the American-spec. IS should reinstate RS200 levels of performance, but in a more civilized manner befitting the Lexus badge.

An American Update

In 1999, Lexus sales in the US amounted to a staggering 185,890 units for the year, taking the cumulative total to over one million. The RX300 SUV accounted for almost 40% of this figure, but the GS series, the ES300 and the LX470 continued to sell strongly. With the IS300 going on sale on 23rd June and a brand new LS waiting in the wings (a launch date of 5th September was set, a few days after the Celsior press day), it would be fair to assume that sales will continue to increase.

Not content with this success, in February 2000, the company launched the Platinum Series - a joint project with American Express. High specification LS, GS and ES models were treated to special exterior and interior finishes, distinctive wheels, and unique ‘Platinum Series’ badging. Although this added between $2164 and $4739 to the price, lucky owners were then given the benefits of an American Express Platinum Card for two years courtesy of Lexus, assuming they met the necessary criteria.

From the spring, the GS300 and 400 could be bought with TRD performance upgrades direct from any of the 191 Lexus dealerships. Known as the L-Tuned sport package, it was available in two levels:

Level 1 concentrated on the suspension: new springs, shock absorbers and sharper steering. It also included one of three wheel and tyre combinations (8J x 17 OZ alloys with 235/45 ZR-rated rubber, in standard or all-weather guise; or an 18 inch option: 8J fronts shod with 235/40 tyres, and 9.5J rears with massive 265/35 steamrollers).

The interior of the IS300, destined for the US market in the summer of 2000. It has a five speed automatic transmission with E-Shift.

The 2001 Model Year IS300 on the road. Interestingly, HID headlights have been earmarked as standard, perhaps giving a pointer towards what will happen to the rest of the 2001 Model Year range.

Studio shot of the new LS430. The revised styling somehow makes the car look smaller.

The Level 2 package listed the Level 1 modifications plus a reinforced polyurethane body kit, including a unique colour-coded grille surround with a laser-cut mesh insert. It also came with a stainless steel sports exhaust with a polished finisher. L-Tuned models were officially only available in Crystal White, Black Onyx and Millennium Silver Metallic, although other shades in the Lexus range could be provided via special order.

A new record was set for first quarter sales, with 44,503 Lexus vehicles finding new homes in the States. Amazingly, the RX300 SUV accounted for almost half of this total, so, to keep up with demand, it was announced that, from 2003, the RX would be built in the Toyota plant in Ontario, Canada. When this happens, the TMMC factory will become the first one outside Japan to manufacture a Lexus-badged model.

Sure enough, the Lexus Sport Coupé was the SC300/400 replacement, and on 20th April, an official announcement was made to the effect that the SC430 - the name given to the first Lexus convertible - would be launched in the spring of 2001.

Of more immediate importance was the debut of the IS300, classed as an early 2001 model. Launched with the aid of some typically innovative advertising campaigns, there were a few changes to the preliminary specifications announced in January, but nothing too dramatic.

The engine and transmission were still the same - a straight six transmitting 215bhp through a five speed E-Shift automatic gearbox, although the 17 inch alloys (with 215/45 section rubber) were made standard equipment. The 16 inch wheels were reserved for those customers who requested all-weather tyres, and were listed as a no-cost option.

The modern fascia of the LS430. It is good to see that the interior designers have made the dashboard’s top roll less bulky.

Sumptuous interior of the latest LS.

The ABS braking system came with Electronic Brake Distribution (EBD) - a variation on the Brake Assist theme - while other standard features included traction control, power windows, heated door mirrors, automatic climate control, an in-dash six CD autochanger, stainless steel treadplates, drilled aluminium pedals, cruise control, and a combined in-key alarm/immobilizer.

Options for the IS300 included leather and Escaine trim (including a programmable garage door opener for $1705, or $1805 if the special Luxury Leather Package was specified), a sunroof ($1000), limited slip differential ($390), heated front seats ($440), and a graphite finish for the alloy wheels ($400). A manual transmission was said to be on the cards for the 2002 Model Year.

While the ES300 gave Lexus an entry-level model for the luxury saloon market, the IS provided the company with a cheaper alternative to the GS series in the sporting sector. Capable of 0-60mph in 7.1 seconds, and priced at $30,500 in standard guise, over 2000 were sold in July - its first full month in the showrooms.

A Final Thought

Once again, Lexus models claimed top honours in the JD Power & Associates Initial Quality Study, with the LS, ES and LX coming first in their respective classes (the LS400 had the fewest problems of any vehicle in the survey for the sixth time in eight years). The Japanese firm also walked away with the JD Power CSI title, the annual survey which monitors customer service.

Denny Clements, the new Group Vice-President & General Manager, could not have wished to take over the reins of a more highly-regarded company. True to form, though, Lexus was unwilling to rest on its laurels and announced more improvements for the 2001 Model Year GS and RX.

Very few people could have foreseen the immense success of the marque. Looking back, it is interesting to note that at the time of the division’s announcement, a Toyota official said: “Within ten years, Lexus will be as prestigious as BMW or Mercedes.”

Many laughed at the time, including myself if I’m to be perfectly honest. Although I’d been incredibly impressed by the original LS400, I couldn’t see people mentioning it in the same breath as the established European or American luxury brands. An interesting sentence at the bottom of Paul Skilleter’s road test notes from April 1991 stated: “The LS400 is distinctly better in some areas, but there’s more to it than that, and Toyota will find that a lack of image is not compensated for by mere reliability and ability. But image can be acquired.”

Over the last decade, Lexus has carved itself an image all of its own. Summing up the last ten years, Lexus’ Bryan Bergsteinsson said recently: “At the outset, we established two primary goals - offer the best products in the world, and exceed customers’ expectations. We’ve stuck by that philosophy and, in the process, we’ve exceeded everyone’s expectations, including our own.”

Rear view of the LS430 - the badge signifying the presence of a 4.3 litre engine lurking under the bonnet. For the new model, 225/60 tyres on 16 inch alloy wheels were standard, with 225/55s on 17 inch rims listed as an option.

In Japan, the Celsior had an August 2000 launch, with the Lexus LS430 due to appear shortly afterwards. The Lexus marque really has established itself as a force to be reckoned with.