4

THE ES300 ARRIVES & THE LS GETS A FACELIFT

While the LS400 was making its debut at the London Motorfair (its first UK Motor Show appearance was at the NEC, near Birmingham), on the other side of the globe, the 1991 Tokyo Show held a lot of interest.

Toyota had announced the Windom on the 30th September 1991, an attractive new four door saloon based on the front wheel drive Camry Prominent. The beautifully proportioned body was exceptionally strong, reducing NVH and providing a good solid platform for the suspension. At the same time, the design incorporated crumple zones and side door beams for added safety.

To aid refinement, specially developed front and rear subframes were employed (carrying the engine, transmission, steering gear and lower suspension arms), along with fluid filled rear strut support bushings.

The elegant lines of the Toyota Windom, introduced in Japan in September 1991. This is the 3.0G model.

Power was provided by the LASRE Alpha II 3VZ-FE, a three litre all alloy V6 with four camshafts operating four valves per cylinder. The engine was linked to a four speed ECT-s electronically-controlled automatic transmission (a manual gearbox was not available in Japan).

Suspension was via MacPherson struts and coil springs all round, with L-shaped forged steel lower arms at the front and dual links at the rear (the top model was equipped with a specially tuned version of TEMS). Anti-roll bars were fitted at both ends of the vehicle. Braking was via discs on all four corners (ventilated at the front), while speed-sensitive power-assisted steering was provided to reduce effort when parking but increase road feel at higher speeds.

The Windom (given the VCV10 designation) went on sale in Japan from mid-October. Two grades were available, the basic Windom at 2,898,000 Yen and the deluxe 3.0G at 420,000 Yen more. It was also destined to provide the basis for the new Lexus ES300 - the replacement for the ES250.

While air-conditioning, an eight speaker Windom Super Live Sound System, a high-mounted rear stoplight and remote-controlled, ‘ultrasonic’ heated door mirrors were standard across the board, the 3.0G came with ABS, traction control and a driver’s airbag (all listed as options on the base model). A leather interior was an option for the 3.0G, although all cars came with fabric trim, full carpeting and wood accents on the centre console.

The name Windom, by the way, is supposed to represent a combination of the word ‘Win’ and the English suffix ‘Dom’, which would imply a winning appearance or status.

The interior of the top-of-the-range 3.0G model, complete with optional leather trim.

The three litre 3VZ-FE power unit installed in the Windom; the same engine would be employed for the export version of the car.

Another new car was the Aristo, which shared many of its components with the Crown Majesta luxury saloon. Based on a concept by ItalDesign, the four door Aristo (which takes its name from the Greek word for superior) will be covered in detail in the next chapter.

It should be noted, however, that sales in Japan started in mid-November 1991, with two three litre models being listed: the turbocharged 3.0V, and the normally aspirated 3.0Q. Both came with four speed ECT-i automatic transmissions, with drive through the rear wheels.

The 3.0V was powered by the 280bhp twin-turbo 2JZ-GTE engine, while the 3.0Q came with the straight six 2JZ-GE power unit found in the Lexus SC300. Priced at 3,800,000 Yen, the 3.0Q was 940,000 Yen less than its turbocharged stablemate.

Like the Windom, both Aristo models (given the Toyota type JZS147 designation) featured front and rear subframes to cut NVH levels. For the best possible handling, a double-wishbone suspension incorporating anti-squat and anti-dive geometry was employed at both ends, with Piezo TEMS on the 3.0V.

Braking was via discs all round, with ABS as standard across the range, as was the PPS speed-sensitive power steering. Traction control was fitted to the turbocharged car as standard, but was optional on the 3.0Q. A Torsen limited slip differential was optional for the higher powered 3.0V.

Standard features included Optitron gauges, the Aristo Super Live Sound System, ‘ultrasonic’ heated door mirrors, and a high-mounted rear stoplight. A driver’s-side airbag was standard on the 3.0V, optional on the 3.0Q, and came linked with seatbelt pretensioners.

Before leaving the Tokyo Show, mention should be made of the AXV-III concept car, described as a “Gentler Sedan.” In profile, the rear bore a striking resemblance to the Aristo, although the front was more like the Fifth Generation Celica (introduced towards the end of 1989). Powered by a 2.5 litre V6, and with a Cd of just 0.26, it deserved to go into production but, sadly, didn’t.

A rear view of the Windom. It came in six body colours when it was launched, all with contrasting shades on the bumpers and side cladding (by now, being marked with recycling symbols to help the environment).

The Toyota Aristo in 3.0V guise. (Courtesy Hideo Aoki)

Tail of the turbocharged Aristo. (Courtesy Hideo Aoki)

The ES250’s Replacement

In September 1991, Lexus in America unveiled the ES300 saloon, the replacement for the reasonably successful ES250. To quote the Press Release: “In creating the 1992 Lexus ES300, Toyota engineers and designers set out to develop an all-new luxury sport sedan in the Lexus tradition, but with a character all its own.

“With striking styling inside and out, and a V6 engine providing impressive horsepower and torque, the Lexus ES300 joins the LS400 and SC400 as a leader in its luxury segment.

“Many of the standard features found in the LS and SC models have been added to the ES300, including a tilt steering wheel, an electro-luminescent (Optitron) instrument panel, and a remote entry system.

“Shared safety features include four wheel power disc brakes with an anti-lock braking system (ABS), a driver’s-side airbag supplemental restraint system (SRS), and front and rear three point outboard seatbelts with adjustable anchor.”

The 1992 Model Year ES300 for the US. At this stage, the foglights (mounted in the airdam’s central opening) were small round items.

With front wheel drive, the ES300 was very nose heavy, the weight distribution being 63% front, 37% rear.

Another view of the 1992 ES300. The interior was very similar to that of the home market car, except the steering wheel was on the opposite side of course! Note the optional sunroof.

Built at the Tsutsumi plant in Toyota City, the ES300 was powered by the same 3VZ-FE unit as Japanese models. With a bore and stroke of 87.5 x 82mm, the cubic capacity was 2959cc. Combined with a computer-controlled fuel-injection and ignition system, and a compression ratio of 9.6:1, this gave 185bhp at 5200rpm and 195lbft of torque at 4400rpm - both substantial increases over the figures obtained by the ES250’s engine. At the same time, with a manual gearbox at least, fuel consumption figures were unchanged.

A manual five speed transmission was standard (final drive ratio 3.63:1), while the four speed ECT-s electronically-controlled transmission with switchable ‘Normal’ and ‘Power’ modes was available as an option. With the latter, cars were supplied with a 4.04:1 final drive. Aluminium alloy 6J x 15 wheels were standard, fitted with Goodyear 205/65 VR-rated rubber, or optional all-season tyres.

Standard features included air-conditioning, electric windows, remote-control central locking, tilt steering wheel, cruise control, multi-adjustable power front seats, California Walnut trim, and a premium AM/FM ETR radio with auto reverse cassette player. Major options included leather trim, an electric sunroof, six disc CD autochanger, heated front seats, and a dealer-installed hands-free cellular phone.

The overall length of the vehicle was 4770mm, with the width and height listed at 1780 and 1390mm respectively (the ground clearance being 145mm). The wheelbase was 2620mm, while the front track was 1545mm, some 45mm wider than the rear track.

A fairly light body - the ES300 weighed 3362lb (1528kg) in manual form, or 44lb (20kg) more as an automatic - combined with a Cd of 0.32 and 185bhp, gave the new five speed model a 0-60 time of eight seconds dead, with the standing quarter being covered in 16.2 seconds. The top speed was quoted by the manufacturer as being 135mph.

American advertising for the ES300, dating from mid-1992.

Motoring scribes were impressed with the new model, praising the styling, transmission, handling, and absence of noise in all conditions. Road & Track took six cars: the new Lexus; Acura’s Legend LS and Vigor GS; the Audi 100S; the Mazda 929 and the Mitsubishi Diamante LS, and, although the Audi came out on top according to the subjective ratings, it was the ES300 that unanimously stole the hearts of the staff.

Introduced at $26,150, the ES300 could be bought in a number of colours, namely Diamond White Pearl, Black Onyx, Dark Amethyst Pearl, Garnet Pearl, Shadow Rose Quartz, Almond Beige Metallic, Dark Emerald Pearl and Frosted Sapphire Pearl. Interiors came in either Blue, Taupe or Grey fabric or, alternatively, Blue, Black, Taupe or Ivory leather.

The LS400

The US Press Release stated that: “In less than three years, the Lexus flagship LS400 has become the standard bearer of quality in the luxury car market. In 1992, the LS400 will continue to build upon its heritage of quality.”

The LS was available in a wide range of coachwork colours, specifically Diamond White Pearl, Flint Grey Pearl, Burgundy Pearl, Black Onyx, Cobalt Blue Metallic, Silvermist Metallic, Taupe Metallic, Dark Walnut Pearl, Black Jade Pearl and Sandstone Beige Metallic. With leather becoming standard for the 1992 Model Year, interior trim options included Ivory, Mauve, Blue or Grey hues.

At the end of 1991, after sales figures had been collated, it was announced that Lexus had become America’s number one luxury import with 71,206 units sold, more than Mercedes-Benz and BMW. The LS400 had accounted for more than half of these sales, with just under 37,000 finding news homes during the year.

The LS400 for the 1992 Model Year. Despite prices being caught in an upward spiral, due to a strong Yen, the Lexus flagship continued to sell well in the States.

The Lexus range was highly commended once again in the 1992 JD Power & Associates’ surveys.

By the spring of 1992, the LS400 was drifting towards $45,000, easily topping the $50,000 mark if all the available options were fitted. In a Road & Track test comparing the Lexus flagship with the Infiniti Q45, BMW 535i, Cadillac STS and Mercedes 300E, it was interesting to find that out of three main category headings, the LS came out ahead in the Comfort/Controls and Design/Styling subjective ratings, and was narrowly beaten in the Performance stakes by the big Nissan. However, the staff preferred the Infiniti Q45, with the BMW second, and the Lexus third.

“Simply put,” it said, “there isn’t a loser in the bunch. It isn’t a matter of bad-good-best, but varying shades of excellent. We’re not dancing around the issue of which is superior, but, collectively, this group is so good at what it does, that a buyer’s choice becomes a matter of personal taste.”

The Coupés

With their late introduction, for the US market, the SC coupés continued virtually unchanged into the 1992 Model Year, except for the prices, that is. The SC400 was a touch under $40,000, while the five speed three litre model was $32,700. Options, such as the leather trim package at $1700, soon took the latter close to its larger engined stablemate, especially if one chose the automatic version, which added another $900.

However, the SC300 was the darling of the motoring writers. Motor Trend compared a manual example with the Acura (Honda) Legend LS Coupé, and declared: “If you think we’re mightily impressed with both these superb sport-luxury machines, you’re right. After polling our seat-side panel of judges, we awarded a close decision to the Lexus SC300, primarily on the strength of its ability to provide greater visceral rewards to more aggressive drivers.”

Road & Track decided to pitch the SC against a BMW 325is and Subaru’s SVX. It noted: “The SC300 is a car of contrasts. At idle or standing on it down a quarter mile dragstrip, its sound level registers among the lowest of luxury cars. But then look at the acceleration numbers - a very impressive 7.4 seconds to 60mph. Equally, press on through our handling tests, and the comfortable SC300 rolls up its sleeves and gets to work with a vengeance.”

Tasteful publicity shot of the 1992 Model Year SC400 coupé. From this angle, the fluid lines are clearly visible.

As Joe Rusz, the writer of the Road & Track article said earlier: “Not too long ago, no enthusiast worth his lead knock-off hammer would have chosen a Japanese over a German car.” Times had changed, and the challenge was declared an honourable draw.

In Japan, on 8th May, it was announced that the Soarer could be bought in a special scratch resistant black finish. Heated front seats became standard on the 4.0 GT Limited, and an improved multi-function navigation system was introduced (although it remained optional). An outside temperature gauge was now fitted to all top models, and an electric sunroof option was available with the active suspension car.

Two months later, during the first week of July 1992, a special edition Soarer was added, based on the 2.5 GT Twin-Turbo. It featured green-tinted glass, special alloys, real wood veneer for the interior, and a CD player.

Meanwhile, in mid-1992, the Lexus marque almost completed a hat trick in the influential American JD Power & Associates surveys. The LS400 was named the model with the fewest problems after three months of ownership in the Initial Quality Study, but it was Infiniti that captured the top nameplate accolade with 70 problems per 100 cars (Lexus scored 73, at a time when the industry average was 125). However, the LS400 and ES250 finished one-two in the Customer Satisfaction Index, which gauges a customer’s contentment with a new car after one year, and Lexus was named top nameplate in the Sales Satisfaction Index.

Perhaps the most interesting thing to come out of the survey was the notable improvement in quality made by the US manufacturers but, sadly for them, the Japanese had improved their standards still further to up the ante once again.

American advertising for the Lexus coupés, dating from mid-1992.

A Facelift for the Celsior

On the 20th August 1992, it was announced that the 1993 model Celsior (to be sold from mid-September) had been heavily revised, with more than 50 changes to its credit, most coming as a direct response to dealer and customer requests.

The front grille was restyled, and the front spats, sill mouldings and rear valance were all now colour-keyed. A new wheel design also helped identify the latest model. The lower body cladding was produced in a thicker material, giving it better resistance to car park accidents.

Power output was the same, but slight modifications to the V8’s intake and exhaust systems, fuel-injection and emissions control system improved fuel consumption figures by about 1%. To reduce weight, whilst increasing the cooling capacity, an aluminium radiator was adopted. An hydraulic mounting, introduced between the differential and the rear subframe, further reduced NVH levels.

Wheel and tyre sizes were changed, with 225/60 VR16s being mounted on new 7J alloy rims. The increase in wheel size allowed larger brake discs to be fitted, thus improving the car’s stopping power. The front discs went from 275mm diameter to 296mm, resulting in a 12% increase in swept area, while the rear discs went up from 291mm to 307mm. Brake calipers were now being made in a lightweight aluminium alloy.

Subtle refinements in the spring rates and shock absorbers enhanced ride quality, particularly at higher speeds, while the mounting for the tie-rod end of the steering knuckle was moved by 3mm to improve toe change characteristics and roll steer. The design of the anti-roll bar, strut bar and steering knuckle were also changed, and an improved, smoother PPS speed-sensing power-steering system was adopted.

Pretensioners were added to the seatbelts (with illuminated buckles for ease of use at night), and a passenger-side airbag was listed as an option. There was a new steering wheel and gearlever, and a number of minor trim alterations. Other changes included the adoption of an outside temperature gauge, plus additional warning lights for headlights, brake pad wear and washer fluid level. The air-conditioning included a fully integrated filtration and deodourization system, and was now charged with R134a, an environmentally friendly refrigerant, instead of the ozone depleating R12.

The facelifted Toyota Celsior. This is the Type C grade from August 1992.

A rear view of the updated Celsior.

A voice activated GPS navigation system was listed as an option, and with the F-Package, the rear seats (now heated) were given additional controls for the headrests. Most models came with a passenger-side door mirror that automatically dipped when reverse gear was selected.

Oddly, the Cd figure went from 0.29 to 0.30, although according to factory figures, performance and fuel economy didn’t suffer as a result. Prices ranged from 4,800,000 to 5,790,000 Yen, with the optional F-Package (described earlier in the book) adding a further 740,000 Yen to the latter.

Before leaving Japan, mention should be made of the Aristo 4.0Z i-Four, announced in October 1992. Listed at 5,180,000 Yen, it introduced the Celsior’s four litre V8 to the sporty saloon for the first time, along with an electronically-controlled full-time four wheel drive system. Known as EC-hymatic II, in normal conditions, the four wheel drive set-up split torque 30/70% in favour of the rear wheels.

At the same time, a luxury 3.0Q-L augmented the Aristo range, featuring pure wool seating surfaces. Three months later, a special edition Windom, known as the 3.0 Executive Package, was launched. This had Pearl Mica paintwork and a black leather interior.

The New LS Stateside

The ‘freshened’ LS400 was announced in the US in September 1992. Priced at $46,600, it naturally featured the many improvements brought about in Japan, plus a few extras. A passenger-side airbag (mounted in the fascia, just above the glovebox) became standard, as did an ALR/ELR feature on the seatbelts. The passenger seat now had the same seven-way adjustment as the driver’s (controls for lumbar support and height having been added).

The Aristo 4.0Z i-Four - a stunning piece of technology on wheels.

The facelifted LS400 for the 1993 Model Year.

The remote entry system now had an audible tone confirming operations, and the interior courtesy light was made to come on every time the car was unlocked. Headlights were given an automatic on/off facility, the sensor being positioned near the windscreen on the driver’s-side, and more features were added to the audio system, with power increased from 140 to 180 watts, or 220 to 280 watts in the case of the Nakamichi option.

The latest model was also pre-wired for both the Lexus fixed mobile cellular phone and a new Lexus ‘Portable Plus’ personal communications system. Portable Plus employed a pocket-sized portable handset that could be docked in the centre console for recharging, and came with voice command for complete hands-free use when on the road. With all these changes, the 1993 LS was about 99lb (45kg) heavier, although weight distribution was slightly better, being 54% front, 46% rear.

So, what did the Press think? Car & Driver put the new LS against the Cadillac STS, BMW 740i, Mercedes-Benz 400E, Audi V8 Quattro and Jaguar XJ6. A similar test at the end of 1989 had seen the Lexus come up a clear winner, but the competition had definitely started to catch up, and price increases (due to the still-rising Yen) painted a very different picture regarding value for money.

A very clever photograph showing the drivetrain and suspension components relative to the body.

Interior of the US-spec. car. Note the new steering wheel and gearlever designs, as well as the passenger-side airbag contained in a compartment above the glovebox. This became standard for the 1993 Model Year.

Another picture of the interior, this one showing the comfortable accommodation provided for all four or five occupants travelling in the vehicle.

An unusual, but nonetheless interesting, view of the LS. From this angle, the smooth and gentle curves on the front and rear wings are very evident, aiding the vehicle’s aerodynamic efficiency.

Ultimately, Car & Driver gave first place to the Bavarian machine (90 out of 100), with the Mercedes road burner taking second. The Lexus - “Not the bargain it was, but still a paragon of engineering excellence” - came third with 87 points.

Three coachwork colours were deleted for 1993, namely the Cobalt Blue, Taupe and Dark Walnut shades, but these were replaced by Midnight Indigo Pearl, Champagne Beige Metallic and Silver Taupe Metallic. As for trim, the Mauve option was scrapped, although Black and Taupe were added.

Options included a six CD autochanger at $900; Lexus/Nakamichi Premium Audio System (which required the CD player) at $1000; the Lexus Memory System ($800); an electrically-operated tilt-and-slide sunroof at $1000; electronic air suspension with ride control (which had to be bought along with the Memory System and sunroof for some unknown reason) at $1500; traction control and heated seats at $1700, and all-season tyres, which could be specified free of charge. The mobile phone packages rounded off the optional extras list.

Other US 1993 Model Year News

The 1993 Model Year ES300 and SC coupés were also introduced in September. “Sleek styling, outstanding performance and Lexus quality pushed the ES300 to the top of the highly competitive near-luxury market in 1992,” said the Press Release.

“Not only did the ES300 outsell other new models in the segment, the personal luxury sedan also became the top-selling model in the Lexus line-up.

“For ‘93, the ES300 package remains intact, with several refinements. An Automatic Locking Retractor (ALR) function is incorporated into the front passenger and rear seatbelts. The Emergency Locking Retractor (ELR)/ALR system assists in the use of installing child seats by eliminating the need for locking clips. A fuel cap hanger to prevent runaway caps at the gas station is also new.

“Small touches such as these are numerous in the ES300 and combine with the larger attributes of the car to maintain the ES300’s reputation for pairing luxury and function.”

A rear three quarter shot of the LS400 for 1993, its new alloys being the most obvious identifying feature. Call me old fashioned but, from a purely personal point of view, I preferred the original wheel design.

The 1993 ES300. How little the ES had changed can be gauged from the fact that Lexus issued the same picture in its US Press Pack for 1992 and 1993.

A moody picture of the US-spec. SC400 for 1993.

There were other minor changes, such as a new 3.93:1 final drive ratio for automatic cars, but nothing spectacular - even the colour schemes remained the same. In manual form, the ES300 was listed at $27,500, while the base price for the automatic car was $28,400.

Options included a six CD autochanger at $900; an electric sunroof at $900; heated front seats at $300, and a Leather Trim Package at a hefty $1300. All-season tyres could be specified at no extra cost.

As for the coupés, the SC400 Press Release noted: “When the Lexus SC400 stormed on the scene last year, it was hailed for its combination of performance, luxury and style. It capped its inaugural year on the market by being named Motor Trend magazine’s ‘Import Car of the Year’.

“Its style and quality also appealed to the public with sales exceeding expectations and establishing the SC400 as a leader in the luxury coupé class. For ‘93, the coupé has undergone further refinements.

“Most apparent are a new passenger-side airbag Supplemental Restraint System (SRS) and an Automatic Locking Retractor (ALR) system for seatbelts.

“To ensure that headlights are turned on or off as needed, an automatic headlight control system has been added which gauges ambient light intensity and operates the headlights accordingly.

“For those looking for the ultimate convenience in a mobile phone, the ‘93 SC400 is pre-wired for the new optional Lexus Portable Plus personal com-munications system. The popular Motorola Micro Tac serves as a voice activated cellular telephone in the car and also can be removed and used as a portable phone.”

The adoption of 16 inch wheels and tyres, additional safety features and wiring, added 10lb (4.5kg) to the weight of the vehicle. However, an unexpected bonus was an improvement in weight distribution, it now being 54.5% front, 45.5% rear.

The 1993 Model Year SC300. Note the different alloy wheels fitted to the six cylinder car, compared to those of the four litre coupé.

Sales of the LS400 in the States fell during 1992. Lexus was optimistic, however, that the introduction of the updated 1993 model (seen here) would revive its fortunes.

The standard SC400 was priced at $41,400. Options included a 12 CD autochanger at $900; an electric sunroof, also at $900; the Nakamichi sound system (which could only be bought with the CD player) at $1000; traction control (with heated front seats thrown in) at $1600, and a rear spoiler with high-mounted LED-type stoplight for $300.

In a comparison test, which put the SC400 against the Acura Legend LS, Cadillac Eldorado Touring Coupé and the Lincoln Mk.VIII, Car & Driver’s John Phillips declared that regardless of budget, if he had to choose an everyday car, the Lexus coupé would be the vehicle he would pick. Not surprisingly, given that statement, the SC400 was a runaway winner, scoring 97 out of 100 points, with its nearest competitor trailing by 11.

The six cylinder coupé also gained a passenger-side airbag, and the ALR/ELR features described earlier. It was also equipped with the Automatic Headlight Control System, and came wired for both Lexus mobile phones.

The five speed SC300 was listed at $34,700, while in automatic guise, the price rose to $35,600. Options included a Leather Trim Package combined with the Lexus Memory System for $1800; heated front seats ($300); and the CD player, Nakamichi stereo upgrade, power sunroof and traction control system listed against the SC400. Both coupés could now be finished in Graphite Metallic, with fabric trim coming in Ivory or Grey, and leather interiors coming in either Ivory, Grey or Spruce.

The new LS400 in European left hand drive form.

One of a series of photographs of the facelifted Lexus flagship model taken in cosmopolitan European cities. This shot was taken in Antwerp, with the timeless lines of the LS400 melding easily with the city’s beautiful architecture.

Meanwhile, an automotive consulting firm, Hillburn & Associates, had recently issued a paper entitled ‘Japanese Luxury Car Exit Strategies’. In view of the continuing shift in exchange rates it was noted that Infiniti, Acura and Lexus were taking a sober, hard look at their long term aspirations in the American marketplace.

It stated: “Despite their quick early successes in the United States, the very survival of some Japanese luxury brands is now in question ... Japanese companies are in the process of re-evaluating the viability of their luxury car divisions in the US. At least two companies are actively considering various exit strategies for withdrawing, or at least scaling down, luxury car operations.”

This may have been wishful thinking on the part of the Americans but, nonetheless, Mazda, who’d announced plans for a luxury division in the summer of 1991, officially scrapped the idea in October 1992. Known as Amati, it was to have marketed a full range for the 1994 Model Year, including a proposed V12 saloon. The idea of a V12 Lexus was also being questioned. Although running prototypes had been produced, the project was eventually dropped on the grounds of cost.

Lexus were far from struggling, however. Certainly, sales of the LS had fallen, with 32,561 being sold in the States during 1992 (compared with 42,806 in 1990 and 36,955 in 1991), but the ES had shown a massive improvement in sales performance following the introduction of the three litre model: 22,476 ESs had been sold in 1991 (1748 more than in 1990), but during 1992, the figure jumped to 39,652.

In addition, the SC coupés added another 11,775 units in 1991, and 20,677 in 1992 (total Lexus US sales for the 1992 calendar year were therefore 92,890 cars). As a matter of interest, in December 1992, both the SC400 and ES300 were named ‘Best Buys’ by Motor Trend, with their domestic market equivalents being the Lincoln Mk.VIII and the Cadillac Seville.

The LS in front of an impressive archway in Brussels. In 1999, Yoshihiro Inomoto had an exhibition of his extraordinary artwork just behind this famous landmark in the Autoworld Museum. The event was sponsored by Honda on that occasion, although Lexus also held dedicated exhibitions of his paintings and drawings.

UK Update

Despite the recent facelift, Toyota GB had not expected to introduce the 1993 Model Year LS400 until the spring. For that reason, the original plan was to display three cars conforming to the 1992 specification at the Motor Show.

However, in spite of a general slump in the luxury car market (Mercedes-Benz and Lexus were the only marques that appeared to be bucking the trend), sales were such, in the months running up to the NEC event, that the British concessionaires were able to order a batch of the latest 155mph models in time for the Show, which started on 24th October 1992.

Naturally, all of the improvements described earlier were passed on to the UK-spec. car for 1993. As the Press Release stated: “Autocar & Motor magazine has called the Lexus LS400 a ‘technical tour de force’ and ‘fabulous value for money’. What Car? magazine, in its November 1992 edition, pitched the LS400 against the Audi V8, BMW 740 and Mercedes 600SEL. It said ‘the Lexus retains its title as the best luxury car. It is beautifully-built, it has a remarkably unruffled ride and the best refinement ... at any price ... the case in favour of the Lexus becomes overwhelming’.

“For 1993, the Lexus LS400 is even better. Comfort, ride and handling, braking and safety have all been improved. Even the already exceptional levels (or lack of them) of noise, vibration and harshness have been reduced.”

The car still had its doubters, though. One magazine eloquently described the LS400 as “superb cooking, but under-spiced.”

A final picture, for the time being, of the updated LS; this one taken in Paris.

The V6-engined Camry for the UK market, this example dating from 1992. In view of Britain’s quotas, it was felt this model adequately covered the mid-sized saloon sector, rendering the import of the ES300 unnecessary.

Priced at £40,268 (just over £3000 more than the 1992 model would have been), the new LS400 went on sale in the UK from 1st January 1993, by which time there were 68 Lexus dealers in the British Isles.

In spite of the lack of an ES (the ES250 had never been sold in the United Kingdom, and it was decided not to import the ES300), at this time, Toyota were able to offer the widest range of vehicles in the country, with 13 distinct model lines, including the Lexus LS400. It was felt the Camry, in 2.2 and three litre form, especially with its recent interior upgrades, covered the market sector of the ES300 and, in view of the import quotas in force in Britain, it was probably the right decision. It is interesting to note that one of the models that was sold in the UK was the long wheelbase Landcruiser, which was actually quite luxurious in automatic VX guise.

By the end of 1992, Lexus sales had reached almost 2000 units in the UK - 583 LS400s being sold in the first year, followed by 671 in 1991, and 695 in 1992. These figures compared well with those for the Crown during the late-1970s and early-80s, when the average was around 500 cars a year.