6

IMPROVING THE BREED

“Lexus already has a formidable track record in the prestige luxury arena. This next generation car is about establishing a Lexus heritage in luxury cars.” - George Borst (Lexus Group Vice-President), referring to the new LS400.

With the original LS400 taking the automotive world by storm in 1989, expectations were naturally high regarding its replacement. A number of magazines had published spy shots and artists’ renderings of the UCF21 model almost a year before the launch. Autocar & Motor was particularly accurate in its predictions, citing subtle revisions to the styling and a much needed increase in interior space to enable the LS to stay abreast of the competition.

The Second Generation LS400, designed by Makoto Oshima. The similarity between the new car and its predecessor was the result of following a deliberate policy of evolution.

Design work began in the spring of 1991. Makoto Oshima (the Chief Exterior Designer), Michikazu Masu (the Chief Interior Designer), and their respective teams flew to Calty in California, spending three months there to get the project rolling.

There were some extraordinary clays produced during the design stage (no less than 20 one fifth scale models were built back in Japan, some of which were quite stunning), but, ultimately, a policy of evolution rather than revolution was adopted.

Three of these models were developed into full sized clays. The one that was selected didn’t look all that different from its predecessor, and one could easily be forgiven for not recognizing the changes from the previous generation.

However, as Kazuo Okamoto, the car’s Chief Engineer, explained: “This Second Generation LS400 is the first step towards establishing a tradition, so we needed to carry over and deepen the LS’s identity. A tradition cannot be founded if you reject the First Generation.”

Oshima added: “Our greatest aim for the exterior was to improve the level of internal comfort. We tried out totally different looks, and were sometimes excitedly convinced that this was how the new generation should be. But when we examined the idea more calmly, we realized that this was not the LS400. We wanted to be told that the new LS was a deeper interpretation of the original.”

Fascia of the US-spec. 1995 Model Year LS400. Note the new gearlever and shift pattern.

Rear view of the latest Lexus LS400, priced at a touch over $51,000 on its introduction.

The all-new LS400 was announced simultaneously in the US, Japan, and Europe. The American Press Release read as follows: “Entering a new era in its emergence as a leader in the luxury car industry, Lexus introduces the Second Generation LS400, a car which profoundly changed the nature of prestige luxury competition.

“The 1995 LS400 surpasses its predecessor in virtually every significant category. It offers a roomier interior, more powerful engine, more responsive handling and a longer list of highly appreciated luxury, comfort and convenience features. Despite its impressive enhancements, it has shed more than 200lb: lighter than other cars in its class and remarkably agile for a luxury sedan.

“In true Lexus fashion, the new LS achieves these ambitious goals while enhancing safety, structural integrity, fuel efficiency, quality and value.”

Engineering Philosophy

One of the highest priorities was to pursue engineering and design objectives that provided meaningful benefits for the driver and passengers, without resorting to engineering merely for the sake of technical achievement.

This goal meant a long list of conflicting objectives. The new LS had to be roomier inside, yet easy to manoeuvre in modern urban traffic. It had to be more powerful, yet more fuel efficient and able to meet tougher emissions standards. It had to be more responsive and involving for drivers who wanted exhilarating handling, yet must not sacrifice Lexus’ renowned quiet and comfortable ride for all occupants.

Higher standards of body integrity and safety were mandatory, yet lighter overall weight was desired for better performance, agility and efficiency. The redesigned four litre V8 had to have the best acceleration performance of the 4.5 litre class, but with fuel efficiency that would rank at the top among three litre V6 power plants.

As the flagship Lexus, the new LS400 must go its own path, in a distinctly Lexus way, to create a car of balanced excellence in every attribute.

Careful wind tunnel research led to the new LS being the most aerodynamic production vehicle sold in North America.

The latest version of the 1UZ-FE unit provided enhanced power and torque output.

Design

From the outset, the First Generation LS400 styling set a very high standard, gaining wide acceptance among owners of imported luxury cars of all makes. Luxury car buyer feedback clearly indicated the value placed on timeless, classic looks which age gracefully. Lexus designers set out to create a fresh, crisp appearance which continued the Lexus identity and heritage.

The new LS was shaped by more sharply chiselled features, conveying lasting presence and a greater sense of muscularity. Complex character lines flowed from headlight to windscreen, as if shaped from a ‘twisted ribbon’. The grille was set farther forward, and its corners were bevelled for a sharper-edged look. The various crisp lines were carefully blended together with gentle curves.

The design changes yielded functional benefits as well. Wing character lines provided clear visual reference points, especially useful for shorter drivers in tight parking manoeuvres. Front end blind area was reduced by 40% as a result.

With a wheelbase stretched by 1.4 inches (35mm), the new LS afforded 2.6 inches (66mm) more rear legroom. In fact, total legroom rivals that of many larger and heavier competitors, such as the Mercedes S-Class, and exceeds the BMW 7-series.

A cutaway drawing of the new LS400 by the master himself, Yoshihiro Inomoto. This painting later provided the cover picture for the brochure produced for his 1999 exhibition in California, sponsored by Lexus. (Courtesy Yoshihiro Inomoto)

Powertrain

Lexus introduced four cam, 32 valve V8 engine technology to the North American luxury car world in 1989. Since then, this four litre aluminium alloy power plant has been widely hailed and exhaustively examined as a benchmark of power, smoothness and precision manufacturing.

The 1995 LS400 employed a thorough redesign of this engine, and featured more power at lower rpm (260bhp at 5300rpm), more torque (270lbft at 4500rpm) and lighter weight. Numerous engine ancillaries were made lighter without sacrificing durability or performance.

Power and torque improvements were the result of an increased compression ratio, of 10.4:1, revisions to the fuel-injection system, a solid-state airflow meter, and tuned semi-dual exhaust manifolds fabricated from stainless steel tubing.

Admired for its smooth yet responsive shifting characteristics, the four speed, electronically-controlled automatic transmission with intelligence was retained from the previous generation LS. For 1995 it utilized a more efficient ‘super-flow’ torque converter and revised gearing for better performance.

An all-new gated-type shift mechanism was developed by Lexus engineers to afford precise manual shifting for those who enjoy greater involvement with their driving. Its logical pattern provides clear tactile feedback of the gear selected, without the need for visual confirmation. Revised transmission software provided extremely quick manual shifts.

Performance

Thanks to its increased horsepower and weight reduction, the 1995 LS400 power-to-weight ratio improved from 15.4 to 14.0lb/hp, best among comparably sized import luxury competitors. As a result, 0-60 acceleration was a full second quicker than its predecessor. Quarter mile acceleration improved to 15.2 seconds at 91mph from 15.8 seconds at 83mph. Top test track speed was 149mph.

Despite this performance superiority, fuel economy also improved, from 18/23 to 19/25 (preliminary EPA city/highway) and exceeded all prestige luxury competitors while handily avoiding a Gas Guzzler Tax.

Performance, efficiency and interior silence were enhanced by a lowered drag coefficient, of 0.28, the lowest of any production car sold in North America.

The bodyshell of the new LS incorporated a special strut bar bracket up front, adding rigidity to the suspension. Crumple zones at both ends and side door beams enhanced safety.

Weight reduction

While the 1995 LS400 featured more safety enhancements, a more rigid structure, more convenience features and greater roominess, total weight was reduced by more than 5% in its redesign.

Rather than resorting to expensive and easily damaged alloys like aluminium to reduce weight, Lexus engineers used a more clever approach. Without sacrificing body integrity, safety, quality or Lexus standards for NVH, the total number of parts was reduced by 10%. Quality was retained, and even improved, and cost reduced by the use of bigger, or more comprehensive parts and body stampings, instead of multiple small parts.

Suspension and handling

The basic double-wishbone configuration of the LS suspension design was retained. In conjunction with the reduced overall weight, significant revisions to alignment and geometry improved handling and driving feel, without sacrificing the Lexus trademarks of quietness and ride comfort. Newly designed shock absorbers with internal rebound springs reduced body roll during cornering.

The optional air suspension had been substantially redesigned and employed semi-active independent four channel adaptive damping, which can sense and retune each wheel individually for varying conditions. This system monitors acceleration, deceleration, cornering, braking and road surface variations and can analyze and adapt itself to patterns such as choppy roads or expansion joints.

LS400s came with 225/60 VR16 performance radials and standard (7J x 16) alloy wheels. Polished chrome wheels were a factory option.

Safety

The 1995 LS400 body structure was engineered, with the help of Cray supercomputers, to be more rigid, with larger crumple zones and greater attention to offset collision management. Door structures were engineered to meet stringent 1997 dynamic side impact standards, whilst providing increased interior width.

State-of-the-art passive safety systems also included dual front airbags, front seatbelt pretensioners and three point restraints for all five seating positions, including the rear centre passenger.

A new collapsible steering column design utilized a corrugated shaft coupling and provided for both primary and secondary collisions, a world first for this patented technology. Further examples of Lexus’ attention to safety details include retractable rear seat coat hooks and recessed front shoulder belt anchors to prevent possible injury. Even the first aid kit was relocated, from the boot, to a drawer beneath the driver’s seat for assured access, even if the boot is damaged in an accident.

Lexus engineers believed that passive safety systems must team with the active safety of enhanced driver skill and control. To improve driver performance under all conditions, ergonomic characteristics of instruments and controls were improved, surpassing the highly regarded designs of the previous generation. Well defined body perimeters ensured that all corners of the car are easily judged.

The main purpose behind the introduction of the Second Generation LS was to improve the interior accommodation. Few would argue that Michikazu Masu and his team did a good job. This shot clearly shows the new seat design.

Noise, vibration and harshness (NVH) control

One of the most acclaimed achievements of the LS400 has always been its extraordinary level of interior quietness, low vibration, and freedom from road shocks. For 1995, the daunting objective was to surpass its predecessor’s high standards.

New ways to define and analyze noise were necessary, since interior noise levels became so subdued that previously unknown sources emerged. Engineers employed speech intelligibility analysis to carefully balance sound frequencies which interfere with human conversation. Suspension mountings received additional refinement to reduce thump and bump transmission to the cabin.

A patented seat suspension system, of coil and torsion springs, works in conjunction with stabilizer bars, similar to the vehicle’s road suspension. This design improved ride comfort and seat back support while at the same time enhancing resistance to lateral seat cushion deformation during cornering.

Features and amenities

New features were developed with careful consideration given to whether or not they had meaningful benefits for the driver and passengers.

With the LS400, Lexus became the first manufacturer to offer an (optional) in-dash six disc CD autochanger. A larger, full sized glovebox, below the dedicated CD compartment, provided storage for an extra CD magazine, cassette tapes and sunglasses.

Space-efficient packaging of the instrument panel was made possible by a unique film-damper heating and air-conditioning system (HVAC) which, although of higher capacity, was 25% more compact than the previous system. Instead of bulky and imprecise flaps to route air through various parts of the HVAC system, thin film shutters with variable slits were spooled across air channels to control temperature and airflow. The instrument panel also housed a front passenger airbag supplemental restraint as well as the powertrain management computer.

The centre console was larger and had two sections. The top compartment accommodated the available Lexus Fixed Mobile or Portable Plus cellular phones, and the bottom was sized to fit compact discs or tape cassettes. All four doors had large storage pockets, despite more stringent side impact compliance. A retractable dual cupholder was added to the rear seat armrest. Overall, total interior storage area increased by 300%.

The automatic climate control system featured separate temperature controls for driver and passengers. A bi-directional solar sensor assured differentiated temperature performance for sunny and shady sides of the car. A multi-function interior air filter removed odours, dust and pollen from the airstream and was easily replaced from within the glove compartment.

Other convenience features included electrochromic self-dimming for the inside and both outside rear view mirrors; an emergency tool kit with flashlight was mounted in the boot in a removable fitted carrying case, and the optional power tilt-and-slide sunroof offered one-touch opening convenience.

A new keyless entry system incorporated remote unlocking of the driver’s door or all doors on command as well as boot release, panic alarm and illumination of vehicle lighting to aid location in the dark.

In addition to new features, the 1995 LS carried on standard and optional conveniences from the First Generation. Examples included: newly standardized power tilt-and-telescope steering wheel with memory; ten way power driver and passenger seats with power shoulder belt height adjustments and optional two person memory driver seat; genuine leather interior trim; outside temperature display, and optional thermostatically-heated seats.

“An engineering marvel” was how Motor Trend described the way Toyota engineers managed to get an airbag, CD autochanger and a decent sized glovebox into the passenger-side of the fascia. This was not only more convenient, but it also freed up more space in the boot.

Audio and Electronics

Lexus sound systems have set standards that surpass high end custom aftermarket installations. The standard system on the new LS400 was provided by Pioneer Electronics and is powered by 195 maximum watts of amplification from five separate channels. A seven speaker system included four full range door systems in enlarged bass reflex enclosures, two tweeters mounted at the front window corners and a rear deck-mounted eight inch subwoofer.

The Lexus/Nakamichi exclusive relationship continued for the Second Generation LS. This super-premium 280 watt (maximum) system also utilized a Nakamichi designed seven speaker array.

The LS400 came pre-wired for optional Lexus Fixed Mobile or Portable Plus cellular telephone systems. The telephone’s antenna was actually embedded in the rear window glass to prevent antenna damage and reduce wind noise.

The Lexus Portable Plus phone system offered a full array of functions, including hands free communication via a steering wheel microphone, and voice-activated dialing which can recognize the most frequently called numbers for two different drivers by spoken command. The heart of the Portable Plus was a pocket sized flip-type phone, recharged while docked in the vehicle and operated through the vehicle’s power system and antenna. The portable unit was a full featured battery-powered phone capable of use away from the car or as a backup should the vehicle’s battery become discharged.

Details

The LS400’s many major innovations were enhanced by less obvious, yet practical and thoughtful details. Many of the details being subtle and pleasant surprises for the LS400 owner. For example, the sense of touch was treated to an especially soft leather covering on the inside surfaces of the interior armrest. While this surface is not seen by occupants, the rich material could be felt when entering and exiting the vehicle.

LS400 leather was carefully selected according to the strictest standards required of the best American tanneries. As many as ten hides were hand selected to trim an LS400 interior. The shapes of seating areas were laid out individually on the hides to achieve the best match, minimize wrinkles and provide the best final shape. Most seams were manually stitched on sewing machines rather than by automated equipment.

Interior wood trim was selected and processed by skilled piano makers. Only 1% of all available burled California Walnut met the standards for the LS400’s interior. Colour staining was applied by hand, with three coats and three individual hand sanding steps. Final finishing and buffing was done after the car’s trim pieces were mated.

No tactile detail escaped attention. The hydraulically-damped push-to-open cupholder, ashtray and coin holder doors were designed to open at the same rate to better convey a consistent feel. Even the damped retractable rear seat coat hooks glide into position.

The intermittent windshield wash/wipe feature incorporated a time delay function which activated the blades a few moments after the final sweep to catch that inevitable last drip. The LS400 bootlid featured a concealed pulling device to prevent soiling of the hands and clothing if it was dirty. Accessory power was retained after disengaging the key from the ignition, in order to close a forgotten window, for example.

Another view of the Lexus flagship in American trim. The bodywork’s sharper lines are much easier to see from this angle.

The New LS in America

The public unveiling of the 1995 Model Year LS400 took place at the San Francisco Opera House. A typically highbrow event, with lots of good food and live classical music to set off the atmosphere, this was the first time the car had been seen on the West Coast. Guests were treated to a performance of Il Trovatore by the San Francisco Opera, a group that Lexus had already sponsored for five years.

Richard Anderman, the National Marketing Manager for the LS400 at the time, then introduced the car: “It’s faster, it’s roomier, it’s quieter, it’s smoother, it has the best aerodynamics of any vehicle on the road today, and it has the best fuel economy of any luxury V8 on the road today. Pretty exciting stuff! We’re (constantly) trying to take the level that you’re all familiar with one step higher.” The covers were then pulled back to reveal a silver LS400 trimmed in grey leather.

Although the leading particulars of the engine were still the same, the increase in the unit’s compression ratio and other refinements led to a gain of 10bhp and 10lbft of torque - the engine now developing 260bhp at 5300rpm and 270lbft at 4500rpm. Not only was there more torque, but the engine’s torque curve was smoother than before, with significantly improved mid-range output.

As for the ECT-i transmission, the gearing on first gear was revised (cutting the 0-60 time to just over seven seconds), but the other ratios were unchanged and the 3.62:1 final drive ratio was also retained. An independent test saw 156mph on the clock so, to help keep this performance in check, the diameter of the front brake discs was increased to 315mm.

Despite the increased wheelbase (now 2850mm), the overall length of the vehicle was still 4995mm. At 1830mm, the width was 10mm more than before, as were the height and track measurements. The amazing thing was the kerb weight, reduced from 3858lb (1753kg) to 3650lb (1659kg), which helped improve fuel consumption.

Coachwork colours included Diamond White Pearl, Blackberry Pearl, Star Sapphire Pearl, Moonstone Pearl, Black Onyx, Cashmere Beige Metallic, Crystal Quartz Metallic, Ebony Teal Pearl and Alpine Silver Metallic. Leather trim came in Black, Cypress (a greyish-green), Ivory (closer to beige in reality) and Grey. As before, the vehicle’s glass was tinted to suit, coming in either green or grey.

Innovative manufacturing techniques introduced at the Tahara plant, which saved around $1000 per car, meant that the 1995 LS was priced the same as the 1994 model it replaced, i.e. $51,200. Major option prices were also unchanged, or even lower, whilst destination and freight charges increased by just $10.

Sales started in November, and almost immediately, the new LS400 was named ‘The Best of What’s New’ by Popular Science, and received Popular Mechanics’ 1995 Design & Engineering Award.

Japan’s new Celsior, the home market equivalent to the LS400. This photograph clearly shows the revised rear valance, which no longer incorporated cut-outs for the exhaust pipes. Although available in eight different shades, white was still by far the most popular colour for automobiles in the Land of the Rising Sun. (Courtesy Hideo Aoki)

Interior of the Second Generation Celsior. This is the top-of-the-range Type C model, kitted out with leather trim and the optional GPS navigation system.

“It would be difficult to duplicate the upheaval the first LS brought about,” noted Motor Trend, “but as it moves into a new generation, Lexus has again put the pressure on the rest of the luxury class.”

This view was confirmed when Car & Driver carried out a particularly interesting comparison test with the new LS, a subtly revised Infiniti Q45, the BMW 740i (the most expensive car in the pack), the Mercedes-Benz E420, and the recently introduced X300-type Jaguar XJ6 (the beautiful lines of which were designed by the late, great Geoff Lawson).

The Lexus won this clash of the titans, with the Benz, with its bigger engine and lower price compared to the last Car & Driver test, taking second. It said: “This newly redone Lexus earns respect more than affection, but the respect flows in such torrents that placing it anywhere but atop the heap is out of the question.”

Describing the interior, Motor Trend’s John Pearley Huffman stated: “Design simplicity and space efficiency combine in the LS400’s cabin, resulting in an environment a bit less ornate than some luxury cars, but comfortably elegant and impeccably tailored. Packing a CD changer and an airbag in the passenger-side of the dash is an engineering marvel.”

The New Celsior

In Japan, the Second Generation Celsior (the home market version of the LS400) was announced on the 11th October, with sales starting on the 22nd. In addition to seven existing coachwork colours, a new type of paint, known as Dark Green Mica PIO (plate iron oxide) Toning G, was also available. Interiors, finished in leather or wool jacquard moquette, came in three different shades. Prices ranged from 5,100,000 to 5,840,000 Yen, with the F-Package adding a further 700,000 Yen to the latter.

The new LS in Britain. Even at this time, despite the Lexus marque having proved itself, it still suffered from an image problem in the UK. Although new dedicated showrooms would go some way towards correcting this, a lot of the criticism was actually biased and unwarranted.

Europe Greets the New LS

The new LS400 made its European debut at the 1994 Motor Show, held at the NEC from 18th to 30th October, and was available in the following coachwork colours: Aspen Green, Regent Green, Venetian Blue, Cashmere, Lucerne Silver, Riviera White and Astral Black.

In UK trim, with a 10.4:1 compression ratio, the four litre engine produced 260bhp at 5400rpm and 269lbft of torque. Toyota GB figures gave the latest LS a 0-60 time of 7.4 seconds and a top speed of 156mph, while independent tests put fuel consumption in the area of 26mpg.

As Complete Car pointed out: “The LS400, with its strong performance and impeccable build quality, is a match for anything in this class, yet has a more understated, less aggressive image.”

Priced at £42,863, the Second Generation car went on sale from the 10th January 1995, at which time the GS300 was listed at £32,995. As a good comparison, the BMW 740i was £46,700 in basic trim, the 4.2 litre Mercedes S-Class was £56,100, while the Jaguar Sovereign 4.0 was £42,950 (the Daimler version added another £7000 for those looking for exclusivity).

Simon Arron tested the new LS for MotorSport, noting: “It is difficult to criticise the LS400. Indeed, it would be churlish to do so. You can’t fault a manufacturer for producing something which is so utterly efficient.

“About the only thing which is missing from the standard equipment list is a bit of charisma. Supreme efficiency is no substitute for character.

“That said, the Lexus succeeds in its stated aims like few other cars. It takes so much effort out of driving that it’s a bit like having a chauffeur, but without the inconvenience of having to pay a salary.”

In reality, given the type of person who would purchase a car like the LS, this was the perfect scenario. Few people who buy the big Lexus are looking for a back road hustler - straight line speed and comfort down the motorway or autobahn are much more in keeping. The GS, however, was aimed at an entirely different kind of buyer.

Interior of the 1995 Model Year LS400 for the UK market. For the author, there was still too big an expanse of fascia top roll. A different colour for the steering wheel may have helped break the monotony, but otherwise, the cockpit was a paragon of ergonomics.

Another view of the British-spec. Lexus flagship.

Complete Car compared the GS300 to the new £36,700 Mercedes E320 Elegance and Jaguar’s £29,450 XJ6 3.2. Of the four main categories, the Benz won three, with the Lexus taking the spoils in the ‘Ride & Handling’ section. Ultimately, the Benz won on 168 points, 18 ahead of the GS, and 34 ahead of the Jaguar.

In its summary, it described the GS as “a thoroughly developed and very impressive luxury car. The GS300 is superbly equipped, distinctive-looking, has great build quality and is dynamically excellent. It loses out to the Mercedes in performance and interior space, and its Japanese-style interior may not be to everyone’s taste.”

Interestingly, it was noted that the Mercedes “fails to inspire affection,” while the Browns Lane car oozed character. A lack of character was the very thing UK-based critics had condemned the Lexus for since its introduction, yet here was a perfect example of a machine full of “star quality” not necessarily being the best.

GS300 body colours were different to those of the LS, incidentally, and included Antigua Pearl, Lucerne Silver, Tempest Grey, Oxford Blue, Bordeaux, Astral Black and Sherwood.

Mention should be made of an interesting project announced by Allard in the spring of 1995. A new saloon, known as the P4 and based on the Lexus LS400, was to be built in limited numbers.

The 1995 SC400. As the official caption to this Press picture said: “Widely hailed for its unusual blend of leading edge styling, handling, and smooth yet exhilarating performance, the SC400 has been emulated, but never duplicated.”

The 1995 Model Year SC300. Although not the bargain it used to be, it offered a rare combination of attributes, making it a perfect Grand Tourer.

The SC Coupés

As mentioned in the previous chapter, the 1995 Model Year coupés were introduced earlier than the rest of the Lexus range. In the opening months of the new year, the SC300 was once again listed in the Car & Driver Ten Best Cars List and Automobile Magazine’s All-Stars. In both cases, this was the third year in succession that the three litre coupé had received the accolade.

By this time, the SC400 was a lofty $49,400, while the SC300 was $41,700 with a five speed manual gearbox or $42,600 for the automatic. Adding the Leather Trim Package, Nakamichi audio upgrade and CD player on the three litre model left just enough change from $4000 to buy a set of floor mats. The days of the SC being a bargain were well and truly over.

As a matter of interest, there was now a new flagship model in the American Toyota range (as opposed to the Lexus line-up) - the Kentucky-built Avalon, a model which replaced the Cressida. It was powered by a US-built four cam V6 unit.

The Baby Lexus

On the 3rd August, it was announced that the 1995 Model Year Windom (the basis for the ES300) had been subjected to a few minor changes. It received a revised front grille, new headlights with smoked reflectors, rectangular foglights and subtly restyled rear combination lights. The interior was slightly different, with more woodwork (the door switch panels were now trimmed in walnut) and a new combined lid/armrest for the centre box.

Mechanically, the biggest change was the automatic transmission on the three litre cars (the older 3VZ-FE engine was still being used in Japan, by the way). Designated ECT-iE (the iE suffix standing for intelligent and efficient), it employed what Toyota called a ‘flex lock-up’ system to improve fuel economy by as much as 7%. The steering and suspension were also improved, with new hollowed secondary bushes introduced in the front suspension to improve stability.

The Windom for the 1995 season, this example being the 2.5G model. The new foglights gave an easy identifying feature. (Courtesy Hideo Aoki)

Interior of the Windom 2.5G. (Courtesy Hideo Aoki)

The 2.5 litre car was made simpler to enable it to be sold cheaper, while a new grade - the 2.5G - brought back the luxury features if the buyer required them. Prices now ranged from 2,588,000 to 3,388,000 Yen.

In America, the 1995 Model Year ES300 inherited these new features, and was announced in the following manner: “With abundant luxury appointments, distinctive design and formidable Lexus engineering credentials, the ES300 has become the benchmark entry in its segment, the highest volume portion of the luxury sedan market.

“Sharing numerous technical, safety and comfort features with its stablemates, the best-selling ES sedan is every inch a Lexus, with a firmly established heritage of quality and customer satisfaction.”

All leading specifications remained as before, including the overall weight of the vehicle. However, Amethyst Mist Metallic replaced the Dark Amethyst Pearl shade, which was paired with a standard taupe-coloured cloth or optional leather interior, but otherwise things stayed much the same.

At the time of its introduction, the list price was $31,500, although taking all the options easily added a further $4000. Road & Track compared the 1995 car with the recently introduced Infiniti I30, Audi A6, Mazda Millenia S and Oldsmobile Aurora. Sam Mitani said: “The suspension is a bit soft for my tastes, but the ES300 handled itself gallantly down the twisty roads. Actually, I was quite surprised.”

However, despite being very competitive (it won six of the categories - the Audi took eight, being the most allotted to any of the cars tested), the staff favoured the Mazda at the end of the day. Still, for 1997, Lexus had an Ace up its sleeve!

Rear of the latest Windom. Naturally, styling changes, such as the fresher looking rear combination lights, were carried over to export models. The boot featured a lower lift-over height, and retained a pass-through hatch for skis or other long objects. (Courtesy Hideo Aoki)

An interesting shot of the ES300 showing the body, engine, suspension and elements of the vehicle’s safety package.

GS300 Update

In Japan, during the first week of August 1994, the Aristo was given a series of minor changes. The front grille surround gained a wider top chrome finisher, the front foglamps were fitted with white lenses, the rear bumper was enlarged with the design incorporating a side reflector, and the tail lights were given a silver accent line. Inside, higher quality seating and trim materials were used, cup holders were added, and a passenger-side airbag became an option.

The 3.0Q was available with a luxury L-Package, while the 3.0V could be bought with the simpler and cheaper S-Package. Aristo prices now ranged from 3,440,000 to 5,220,000 Yen.

There was also a special version, called the 3.0Q Limited, with grey-coloured 16 inch alloy wheels, 225/55 VR-rated tyres, a leather-rimmed steering wheel (with matching gearknob), and special seating materials. The 3.0Q Limited could be had in unique black or silver shades, and was priced at 3,510,000 Yen (the special black paint added 30,000 Yen).

The 1995 MY ES300 for America. Of the 87,419 Lexus models sold in the US during 1994, the ES made up 45% of that figure. The LS continued to sell steadily, accounting for around 23,000 sales a year during the mid-1990s.

Chrome-plated wheels became an option for the 1995 ES300. For those looking for further exclusivity, American dealers also offered what they called a Gold Kit, with gold grille and boot badging. Similar items were being sold in Japan’s many aftermarket spares shops.

Apart from the general production changes, the standard GS300, priced at $43,600, was basically the same for 1995, although a new Touring Package was made available. Built in limited numbers, to quote the Press Release, the “Touring Package equipment includes leather seating areas, 12 disc CD autochanger, power tilt-and-slide tinted sunroof with sliding sunshade, and unique tri-spoke pattern Enkei alloy wheels, all at significant price savings. This special combination is highlighted by special badging and will be offered in three select exterior colour combinations featuring contrasting side body cladding.

“The GS300 Touring Package represents a $3695 value, priced at $695 (MSRP). A limited production of GS300s equipped with the Touring Package will be available April through September 1995.”

As mentioned above, the GS300 Touring Package was available in three exterior colour combinations: Diamond White Pearl with light grey cladding, Cashmere Beige with dark beige cladding; and Black Onyx with dark grey cladding. Body colour options on the standard GS300 at this time included Opal White Pearl, Blue Slate Metallic, Cashmere Beige Metallic, Black Onyx, Midnight Indigo Pearl, Alpine Silver Metallic, Prussian Red Pearl and Royal Jade Pearl.

The US-spec. GS300 for 1995. Revisions were indeed subtle.

Another view of the 1995 GS300. With an escalating price due to the strong Yen, journalists were starting to turn against the GS as domestic products offered better value packages; minor gripes that had been overlooked in the past were now being pointed out.

Trying Times in the States

In April 1995, James E. Press was appointed the new Senior Vice-President and General Manager of the Lexus Division. On the face of it, he had the best job in America - the Lexus marque ended 1994 as the number one import luxury nameplate for the third consecutive year; the new LS had been well received, and Press was able to announce plans to enter the lucrative sport utility market in early-1996. However, storm clouds were brewing on the horizon.

One month after Press took up his new position, the US Trade Representative, Mickey Kantor, threatened 100% tariffs on 13 selected Japanese luxury vehicles, including the entire Lexus line, in an effort to settle a long standing US-Japan trade dispute.

Japan duly filed a complaint with the World Trade Organization in Geneva. The whole thing looked like it would turn nasty, with 7500 American jobs placed in doubt in the Lexus division alone.

Some analysts predicted a windfall for European manufacturers like Jaguar, BMW and Mercedes-Benz, believing that those shopping for a luxury Japanese car would almost certainly look at European makes before turning to GM, Ford or Chrysler.

Fortunately, for all concerned, an eleventh hour agreement was reached in June when the Group of Seven leading industrial nations met in Halifax, Nova Scotia, thus avoiding a potentially disastrous trade war. Automotive News said at the time: “The trade war has been averted, and there will be peace in our time, or so the politicians say. It is good that no blood was spilled. At the deadline, Japan gave a little, the US gave a little.”

Meanwhile, Strategic Vision, a consulting and research firm measuring how consumers rate their cars in terms of least troublesome and most pleasurable ownership experiences, found the Lexus LS400 the ‘Best of the Best’ in the import luxury car category. In addition, Lexus topped the JD Power & Associates’ Customer Satisfaction Index for an unprecedented fifth consecutive year - the longest winning streak in the study’s history.

As a matter of interest, a limited edition Windom, known as the 2.5 Lexter, had been introduced in Japan during the summer. With automatic transmission only, it was listed at 2,717,000 Yen (just 100,000 Yen more than the entry-level Windom), and represented excellent value for money. It was available in either metallic dark green or silver (White Pearl Mica was a 30,000 Yen option), and came with air-conditioning, tinted glass, front fog lamps, ABS brakes, 6J x 15 alloys, a leather-trimmed steering wheel and special badging.

Toyota found itself in the middle of a Trade War in May 1995, the month in which this picture of the Soarer 3.0 GT was taken. Fortunately, the dispute was settled in June.

The 1996 Model Year

In the States, the LS400, having only just been totally redesigned, was left unchanged for 1996. The only difference was the availability of Deep Jewel Green Pearl paintwork, taking the number of coachwork colour options to ten. In addition, a more convenient and cheaper maintenance programme was introduced.

The SC400 gained the new 260bhp V8 employed in the 1995 Model Year LS400 (a change brought about in Japan during May), helping reinforce the reality behind the “Iron Fist in a Velvet Glove” advertising line.

The extra power and lighter weight - the engine brought the overall weight of the SC400 down to 3610lb (1641kg) - improved the car’s 0-60 time by one tenth of a second to 6.8 seconds. With the same 3.92:1 final drive ratio, the quarter mile marker now came up in 15.2 seconds, although top speed was now limited to 149mph, as opposed to 150 in its original form.

However, in a country where the national speed limit is so low, top speed was fairly academic. Of more use to the average owner was the slight improvement in fuel consumption. The exhaust system was tuned to give a more sporting note than that of the LS. The mechanical elements of the SC300 were unchanged, by the way.

Both coupé models gained the improved multi-function keyless entry system, mechanical seatbelt pre-tensioners that worked in conjunction with the dual front airbags, self-dimming electrochromic mirrors (standard on the SC400, optional on the three litre model as part of the $1950 Leather Trim Package), a one-touch slide-open function for the optional sunroof, and a glass-imprinted antenna for the mobile phone systems.

Another satisfied customer. Once again, Lexus topped the CSI rankings, recording the longest winning streak in the study’s history in the process.

For 1996, the LS400 was priced at $52,900. However, specifying all the options (which included chrome-plated alloy wheels, seen here) took it to well over $60,000.

In addition to the existing options from the previous year, chrome-plated wheels were made available for 1996 (at $1700), whilst the standard alloys came in a lighter silver shade. A new body colour, Bordeaux Pearl, replaced Teal Mist and joined the seven other coachwork options, including Diamond White Pearl, Black Onyx, Renaissance Red, Sandstone Beige Metallic, Royal Jade Pearl, Midnight Indigo Pearl and Platinum Metallic. Leather trim came in Black, Ivory or Spruce, while the fabric material was only supplied in Ivory. The SC400, at $52,400, was only $500 cheaper than the LS400, while the SC300 started at $43,400 (or $44,300 in automatic guise).

The ES300 was basically unchanged for 1996. However, coachwork colours were now as follows: Diamond White Pearl, Black Onyx, Ruby Pearl, Amethyst Mist Metallic, Cashmere Beige Metallic, Shadow Rose Quartz, Nightshadow Pearl and Classic Green Pearl. The standard fabric trim came in either Grey or Taupe, while the optional leather seating could be specified in Black, Taupe or Ivory. The price, however, had gone up to $32,400 by this time.

The GS300 received some subtle styling changes for 1996, mainly centred on the rear panel, the combination lights and the badging. There were also refinements in the shock absorber and spring rates, and the suspension bushes were altered to provide more precise handling characteristics.

However, the big news for the GS was the adoption of the A350E five speed automatic transmission, unimaginatively branded 5ECT-i. In the case of the A350E, a new second gear ratio was created by engaging the overdrive gear in tandem with the first gear. The new third ratio was produced by using what was previously second gear, without overdrive.

While the concept was a simple one, it took sophisticated new computer software and hydraulic control systems to ensure smooth and reliable simultaneous activation of two separate gear changing mechanisms.

Normally, weight penalties cancel out any advantage, but this new system was so light and compact (it added only 8lb, or 3.5kg, to the vehicle), the end result was a gearbox that afforded better fuel economy. The advancements were duly recognized in a technical paper presented to the Society of Automotive Engineers.

The limited edition 2.5 litre Lexter.

With the final drive ratio changed from 4.083 to 4.272:1, the GS was now two tenths of a seconds quicker over the standing quarter, while top speed was unaltered and fuel consumption improved. The GS300 shift console was slightly revised to take advantage of the new five speed transmission; in place of the previous ‘2’ indicator, an ‘S’ position was added on the selector.

After some minor amendments, the bodyshell now met the 1997 Federal side impact regulations, while an audible warning tone was added to the remote entry system, a standard rear window imprinted mobile phone antenna replaced the previous external ‘pigtail’ type, and a one-touch slide-open feature was added to the optional sunroof. As with other cars in the Lexus line-up, chrome-plated wheels were added to the option list.

For the 1996 Model Year, the $45,700 GS300 was available in Diamond White Pearl, Moonstone Pearl, Black Onyx, Ruby Pearl, Cashmere Beige Metallic, Star Sapphire Pearl, Ebony Teal Pearl and Alpine Silver Metallic. Interiors came in a standard grey fabric, or Ivory, Grey or Spruce leather.

Due to an escalating Yen, prices in the States had had to go up in 1995 and, as a result, as the year drew to a close, sales figures showed a distinct drop, being more than 8000 units down on 1994. The ES continued to be the best seller of the line, with 41,508 cars sold, but the GS and SC models had a very disappointing year with, respectively, only 6449 and 7720 finding new homes; the consistent sales of the LS flagship took the annual total to 79,334.

For the 1996 Model Year, the SC400 gained the more powerful V8 first seen in the new LS400.

Tasteful and luxurious interior of the 1996 SC400.

Meanwhile, in Europe, the GS300 Sport had been unveiled at the 1995 Earls Court Motor Show in London. Priced at £35,987, it was only £3000 more than the standard GS saloon (the LS400 was listed at £45,995 at this time, by the way, following its second price rise of the year).

In the UK, the GS300 Sport was quite well received, although the modifications did nothing to cure the traditional GS problems of a lack of rear legroom and boot space. Some did point out, however, that the difference in price was quite hard to swallow for a set of 18 inch alloys, Pirelli P-Zero tyres, a lowered suspension and a rear spoiler.

The Sport package did, however, do what it set out to. The visual impact had scribes typing words like “personality” for the first time, and the ride and handling of the vehicle was much tauter, the revised suspension set-up reducing the tendency for the GS to ‘float’ over undulations. Low speed ride, which had been a bugbear before, was made even worse though, and with such wide tyres, tramlining naturally became more apparent on poor road surfaces.

The Sport’s equivalent in Japan was the 3.0Q Limited with “Euro-tuned” suspension. By this time, dual airbags and front seatbelt pretensioners had been added to all home market Aristos as standard.

The optional leather trim was a very worthwhile expense on the ES300, as will be witnessed in this picture. Although the standard cloth was a good quality material, for the author, nothing can beat the look, feel and smell of genuine leather.

A number of styling revisions were applied to the 1996 GS300, including a new rear panel and combination lights. Note the optional chrome-plated alloys.

The GS300 Sport gained 245/40 ZR18 tyres on 8.5J alloy rims, a suspension 20mm lower than before, a new grille, and a rear spoiler which incorporated an LED brake light. The engine and transmission remained the same, however.

The US-spec. SC300 for the 1996 season.

The ES300 was left basically unchanged.

The German equivalent to the GS300 Sport, launched at the 1995 Frankfurt Show.

Interior of the 1996 Model Year GS300, featuring the new gear selector.

Another view of the 1996 GS for the North American market. This car has the optional sunroof, which now featured a one-touch slide-open facility.