9

MORE ADDITIONS TO THE LINE

“Lexus’ design prototype that pre-dated the production RX300 was called the SLV, for Sport Luxury Vehicle. Had it not decided to call it RX, that name would have fit just fine.” - Matt Stone, Motor Trend.

On Christmas Day 1997, the Toyota Harrier was officially introduced. It had been shown two months earlier at the Tokyo Motor Show as a concept car, although the name and specifications had remained unchanged since that time. It is interesting to note that a larger SUV, which looked like a Harrier on steroids, was displayed at the same event, as was the Grand Cruiser - powered by a 4.7 litre V8 engine. Complete with Automatic Height Control, it had provided another glimpse into the future.

Side and front three quarter views of the Harrier, as it appeared at the 1997 Tokyo Show.

This futuristic looking SUV was another exhibit at the 1997 Tokyo Show. There are certain similarities to the FLV concept vehicle, which has the author wondering if a production model will appear employing the same styling themes.

Toyota’s Christmas Present

The Harrier’s Chief Engineer was Tsuneo Uchimoto, a body specialist who joined Toyota in 1976. This new breed of SUV combined the most desirable aspects of both luxury sedans and 4x4s, providing off-road ground clearance, full time four wheel drive for poor weather and road conditions, but better performance, ride and handling, along with a much lower step-in height than other SUVs for more convenient entry and exit from the vehicle. In fact, Uchimoto referred to the Harrier as a Sport Utility Saloon.

Unusually, the futuristic lines found in the concept drawings were more or less adopted for production - the only real change was the roofline, made somewhat higher to give reasonable headroom. The smooth front end and steeply raked screen helped keep the coefficient of drag down to a more than respectable 0.35. At the same time, the unibody construction was very strong and rigid, with computer-aided engineering helping to reduce NVH levels and provide the shell with excellent crashworthiness.

In Japan, the Harrier was supplied with two engines - a revised version of the Windom/ES300 three litre 1MZ-FE V6 (now featuring VVT-i for the first time), and a 2.2 litre 140bhp 5S-FE four cylinder unit. Both came with a four speed Super ECT automatic transmission with E-Shift, and both could be bought in either two or four wheel drive guise.

The independent suspension was via MacPherson struts with coil springs and gas-filled shock absorbers all round. Anti-roll bars were fitted front and rear to reduce body roll during spirited cornering. The Harrier used power-assisted rack-and-pinion steering, and was equipped with disc brakes on all four corners; ABS came as standard across the range.

The production Harrier, announced on Christmas Day 1997.

The Harrier’s Chief Engineer - Tsuneo Uchimoto.

Concept drawings of the Harrier, or later Lexus RX300.

Like the ES, front and rear subframes were employed to isolate sources of noise and vibration, while an ingenious, specially-designed active engine mount - an industry first - cancelled out any resonance at idle speeds. Regulated by each combustion stroke, a solenoid-controlled diaphragm created pulses which were equal but opposite to the power plant’s movements, thus counteracting vibrations.

Entry to the vehicle was via four side doors and a top-hinged tailgate. With the gearlever conveniently mounted in the centre instrument panel, additional floor space was available between the front seats to store small packages or to access the multi-level console’s two drawers; the console also housed four cupholders.

The rear seat was able to slide 120mm backwards and forwards to create either more rear legroom or luggage space as required. The seats also reclined individually, and the 60/40 split rear seat backs folded forward to make a virtually flat loading area.

An early interior design sketch.

The three litre 1MZ-FE power unit with VVT-i - a development of the old Windom/ES300 engine. As with all VVT-i applications, power was increased, but fuel consumption improved at the same time.

The engine, drivetrain and suspension layout of the three litre Harrier in 4x4 guise.

Araco was involved with designing the highly praised seats for both the Harrier and the Land Cruiser, and had a long history with the Toyota concern. Formally known as Arakawa Shatai, it used to press body panels for Toyota in the days when the latter didn’t have machinery big enough to handle the job itself.

The cabin provided comfortable seating for four or five people, and offered an array of safety features, such as dual front SRS airbags, seat-mounted airbags for protection from side impacts, three point front seatbelt pretensioners with a force-limiting device, and energy-absorbent materials in the upper interior to help minimize injury in the event of an accident.

An interesting feature was a new four link wiper mechanism that swept 89% of the windscreen The vehicle also came complete with projector-beam foglights.

At the time of its introduction, Harrier prices ranged from 2,395,000 to 2,935,000 Yen, with the optional S-Package and G-Package available on each of the four basic models.

In America, shortly after the launch of the Harrier, the Lexus Division announced that it had set a new annual sales record, with 97,593 units sold in 1997 - a 20% increase over the 1996 figures. The increase was largely thanks to the success of the entry-level ES300, which accounted for no less than 58,430 sales that year.

As a matter of interest, it was at about this time that the Toyota Camry became the USA’s best-selling passenger car.

Japanese advertising for the Harrier Aero Tourer dating from the early part of 1999. By this time, the Lexus equivalent, the RX300, had been named ‘Sport Utility of the Year’ by Motor Trend.

The US Show Scene

As 1997 drew to a close, Lexus launched the completely redesigned LX470 at the Los Angeles International Auto Show. With only the transmission and transfer case carried over from its predecessor, the latest LX came with a powerful new engine, a roomier interior, and a sophisticated adjustable height hydro-pneumatic suspension.

At the same event, Lexus displayed its one-of-a-kind Street Rod. Based on a 1932 chop-top roadster, the dark red Lexus Street Rod fulfilled many a designer’s fantasy, but was specifically created to showcase a specially modified version of the GS400’s V8. Beautifully prepared and detailed, the engine had eight highly polished trumpets to give the unit a unique character, and produced in excess of 400bhp.

In January 1998, at the North American International Auto Show, Lexus unveiled its second new SUV within a month - the 1999 RX300. Based on the Harrier, this was perhaps the most exciting development to happen for years in the sport utility market, and signalled the way forward for a number of manufacturers. Incidentally, the Dollar had strengthened a little by now, and the exchange rate during this period was around 130 Yen to $1.

The LX450’s replacement, the Lexus LX470, was unveiled in December 1997 at the LA Show.

The wacky Lexus Street Rod showcased a 400bhp version of the GS400 engine.

The RX300 Reaches the Public

The RX300 was given its official launch at a skiing event at Winter Park, Colorado, on 1st February 1998, when the opportunity was also taken to show off the new LX470. Despite the strange timing for introducing a new vehicle, rather than give it a 1998.5 appellation, the Lexus Division decided instead to brand the RX as an early 1999 model.

Given the type number MCU10/15, the RX was powered by the updated 1MZ-FE three litre engine. This was the first time that VVT-i technology had been applied to the Lexus V6 in the USA and, combined with a three stage variable intake system and a two-way bypass exhaust, sporting a 10.5:1 compression ratio, it now produced 220bhp (at 5800rpm) and 222lbft of torque for all 50 States. Peak torque occurred at 4400rpm, but 80% of this figure was available from as low as 1600rpm for enhanced pulling power and standing start response.

Like Japan, the new SUV model came with either two or four wheel drive. The two wheel drive machine used a U140F four speed electronically-controlled automatic transmission (final drive ratio 3.29:1) to relay power to the front wheels. As with its four wheel drive stablemate, the gearbox featured ‘Power’, ‘Normal’ and ‘Snow’ modes. Electronic traction control was listed as an option for the front wheel drive RX.

The four wheel drive version was fitted with the U140E four speed ECT transmission (final drive ratio 3.08:1), which had an integrated transfer case. A viscous-coupled limited slip centre differential improved traction, automatically directing torque to the wheels with the most grip, while a Torsen differential could be specified as an option for the rear axle.

Based on the Harrier, this is the Lexus RX300. Introduced as an early (very early!) 1999 model, it went on sale in the States during March 1998.

The engine of the RX300. The same unit would later find its way into the ES300’s engine bay.

The interesting fascia of the RX300.

Interestingly, a low range transfer case was not available. The associated weight and expense were considered too much to bear and, in reality, few owners put their vehicles through the ultimate rigours of off-roading. For most, an SUV is either a useful form of family transport or a fashion statement.

The RX300’s suspension, steering and braking systems were the same as those found on the Harrier. The RX employed 225/70 SR16 all-season tyres mounted on 6.5J alloy wheels as standard equipment.

Inside, a diagonal LCD screen in the centre instrument cluster displayed audio, climate control and trip computer functions. The RX came with power seats, door locks and windows, cruise control, automatic headlight control, and walnut accents trimming the centre console and door switches. Automatic air-conditioning was a standard feature, and a micron air filtration system was available as part of an option package.

As with all Lexus vehicles, the RX300 was equipped with a premium Pioneer audio system (190 watts in this case), which could be upgraded to a Nakamichi 230 watt set-up. Other options included leather seating surfaces, a one touch power tilt-and-slide sunroof, heated front seats, an in-dash six CD autochanger, and a Premium Package (which included self-dimming interior and exterior rearview mirrors, a driver’s seat memory function, the air filtration system, and a programmable Home Link compatible garage door transmitter).

With the optional leather trim package, the RX was a luxurious SUV. The rear seats, seen here, could be moved backwards and forwards, as well as folded to give additional rear legroom or exceptional load carrying capacity.

Rear view of the RX300. The new Lexus provided a stylish alternative to traditional SUVs like the Jeep Grand Cherokee Limited, Infiniti QX4, Land Rover Discovery and Mercedes ML320.

As for dimensions, the overall length was 4575mm (the wheelbase was 2615mm), while the width and height were 1815 and 1665mm, respectively. The front track, at 1565mm, was 15mm wider than that of the rear, while the ground clearance was 185mm. The front wheel drive model weighed 3692lb (1678kg), 208lb (95kg) less than its 4x4 counterpart.

The low weight of the RX, at least compared to the majority of other SUVs, combined with a healthy power output, gave the new Lexus a reasonable turn of speed. With the front wheel drive model, 0-60mph was covered in 8.5 seconds, while the standing quarter came up in 16.4 (the four wheel drive version was only two or three tenths of a second behind in both cases). Top speed was governed at 112mph across the board.

The RX300 came with the following coachwork colour options: Venetian Red Pearl, Millennium Silver Metallic, Black Onyx, Golden Pearl, Burnished Gold Metallic, Twilight Blue Pearl, Woodland Pearl and Desert Bronze Metallic. Trim came in either Ivory fabric, a similar shade of leather, or Grey leather.

Although only available since March, by the end of the year, the RX had been voted the inaugural ‘Sport Utility of the Year’ by Motor Trend magazine; it was the first time the publication had split Trucks and SUVs into two categories, reflecting the increased popularity of the latter.

Following its road test of the RX300, it said: “What began as a bold idea in the latest segment of the alternative market now appears like a prophetic vision of the SUV future. One drive in the Lexus RX300 will change your perception of what a sport utility vehicle needs to be.”

American advertising for the RX300 proudly boasting about its Motor Trend accolade.

The LX470 pictured at the time of its introduction. It was aimed squarely at taking sales from the Range Rover and Lincoln Navigator.

The rolling chassis of the LX470 with its traditional ladder frame.

The impressive 4.7 litre V8 of the LX470.

Luxury interior of the latest LX.

The LX470 Hits the Market

Introduced as an early 1999 model, the LX470 featured a 32 valve 4.7 litre V8, an independent front suspension, and Adaptive Variable Suspension (AVS) and Adjustable Height Control (AHC) systems. As before, the new LX came fully loaded, with only a one touch tilt-and-slide sunroof listed as a major option.

The Lexus philosophy of evolution rather than revolution was evident in the latest UZJ100 version of the LX. Only the GS had broken this golden rule, and that was simply because a radical change was necessary for the survival of the model. As such, one had to look closely before spotting the new front end, heavier wheelarch extensions, and so on.

The LX470 had the same wheelbase as its predecessor, but was slightly longer, a fraction wider and, due to less ground clearance, a touch lower. At the same time, the track was increased, both at the front and the rear. The revised body, mounted on a rigid ladder chassis frame with no less than nine crossmembers, displayed a Cd of 0.40.

Under the skin, however, very little of the old model remained. The V8 engine was a development of the LS400 unit, bored out to 4.7 litres. Designated the type 2UZ-FE, it had a 94 x 84mm bore and stroke measurement and, with a 9.6:1 compression ratio, gave 230bhp at 4800rpm and 320lbft of torque at 3400rpm (most of which was available from a remarkably low 1100rpm).

The new LX was just as capable off-road as its predecessor, although it is doubtful whether many people would put a $55,000 machine through this kind of torture.

Stunning US advert for the LX470. Lexus advertising has always been of a very high standard which, especially in the early days, probably helped to establish a quality image. The JD Power survey results speak for themselves, of course - the product is undoubtedly superb - but at this end of the market, it’s all about the customer’s perception of the brand.

The power plant was linked to a four speed electronically-controlled automatic transmission. The four wheel drive system was permanently engaged, using a locking centre differential to distribute torque between the front and rear axles (a limited slip differential was fitted at the back).

Independent suspension was employed at the front, with double-wishbones, lower torsion bars and an anti-roll bar. Rear suspension featured a live axle with four trailing links, heavy duty coil springs and an anti-roll bar. The AVS system, first introduced on the ES300, was adapted for use on the LX and given 64 different settings. In addition, AHC allowed the driver to select one of three ride heights, improving the vehicle’s off-road capabilities in the high mode, or allowing easier access in the low mode.

Power-assisted rack-and-pinion steering was adopted for the first time on a large SUV model, the mechanism being mounted above the chassis frame crossmember to protect it from off-roading knocks. Five spoke 8J x 16 alloy wheels with 275/70 SR16 tyres were fitted as standard.

Braking was via discs all round with a modified ABS system. The ABS remained operational even in low range four wheel drive while the centre differential was locked, and was able to determine road conditions according to changes in the wheels’ turning speed - as road roughness increased, the ABS actuation diminished.

The system also identified the slope of the road. Subsequently, as the slope increased, ABS influence decreased to help maintain control on rough surfaces and inclines. Additional safety features included front and rear crumple zones, seatbelts with pretensioners and force-limiting devices, dual front SRS airbags and daytime running lights.

The updated Land Cruiser. Despite production dating back to the early-fifties, it was officially recognised as being only the Fourth Generation of the breed. This is the Japanese-spec. version. (Courtesy Hideo Aoki)

A seven speaker 250 watt Pioneer audio system, complete with an in-dash six disc CD player, came as standard, along with leather and walnut trim, heated and multi-adjustable power front seats (with memory function for the driver), pollution-sensing automatic air-conditioning, heated and electrically-adjustable electrochromic mirrors, cruise control, power windows with anti-pinch sensors, the Lexus remote entry system, and a number of auxiliary power sockets.

Weighing in at 5401lb (2455kg), the LX was never going to be a ball of fire. With a 4.30:1 final drive ratio, the 4.7 litre machine covered the 0-60 sprint in a creditable 10.1 seconds, and went on to a top speed of 109mph.

Motor Trend compared the LX470 with the larger engined but cheaper Lincoln Navigator, and declared: “In the end, we pick the Lexus. Both vehicles accomplish the same task ... But the Lexus does it with much greater refinement than the Lincoln. It’s also faster, handles better, and is a more exclusive vehicle, which plays well with the big bucks crowd.”

Like the new RX300 model, the LX470 went on sale at the 174 US Lexus dealerships in March. It could be finished in either Golden Pearl, Riverock Green Mica, Smoky Topaz Mica, Black Onyx, Cashmere Beige Metallic or Woodland Pearl; the leather trim came in Ivory or Grey. Incidentally, with the two new SUVs, Lexus became the only full line luxury brand offering two distinct sport utility platforms in North America.

Shortly after this, an updated version of the Land Cruiser was introduced, with new styling inside and out, and a new engine. Not surprisingly, it adopted the 4.7 litre V8 and a four speed automatic transmission, but everyone was in agreement, this latest incarnation was a vast improvement over its predecessor. Land Cruiser prices started at $45,950, which was about $10,000 less than the LX470.

Other News from America

As well as providing constant interest at the American Motor Shows, Toyota’s marketing people were very clever in their use of high profile sponsorship, a tradition started in the autumn of 1989. From the arts, to golf tournaments, to Eric Clapton’s 1998 US tour, the Lexus name has come to be synonymous with the rich and famous.

In April 1998, Bryan Bergsteinsson was named the new Lexus Division Group Vice-President and General Manager. Within days of his taking office, the Lexus marque was voted the number one nameplate in long term dependability after five years of ownership in the JD Power & Associates Vehicle Dependability Index (VDI). Lexus had received this honour every year it was eligible.

The arrival of the mid-sized RX300 SUV model helped the Division set a new monthly sales record in April, with sales totalling 12,364 units. In May, Lexus sales rose to an unprecedented 14,620 units, which represented an improvement of 100% over the same period in the previous year.

In the following month, the LS400 recorded the best score of any vehicle in the JD Power & Associates Initial Quality Study (IQS), an honour it had achieved in five out of six years. Lexus was also ranked number one in the Customer Satisfaction Index (CSI) survey, taking the top spot for the seventh time in eight years of eligibility.

With another excellent month of sales in July, Lexus became the best-selling luxury brand in America for the first time in its nine year history, outselling not only Mercedes-Benz and BMW, but Cadillac and Lincoln, too. This was followed by another bumper month in August, so that year-to-date sales figures had already surpassed total 1997 sales, and there were still four months to go!

Revisions in Japan

In the first week of August 1998, the three litre Windom was given VVT-i, allowing the 1MZ-FE unit to carry the BEAMS designation. In addition to the usual benefits associated with VVT-i, the transformation enabled the V6 engine to meet all emissions regulations to the end of the year 2000. It was also given a new Super ECT gearbox, and VSC came as standard - a world first for an FF car. The 2.5 litre Windoms received upgraded ECT-iE transmissions, while an in-dash MD autochanger was listed as an option, as was leather trim. Windom prices ranged from 2,720,000 to 3,565,000 Yen.

Later in the same month, the Celsior navigation system was improved, now employing DVD technology instead of CDs. Selecting reverse automatically dipped the driver’s mirror, as well as the passenger-side one, while rain sensing wipers were listed as an option.

Of the six Celsiors for the home market, the cheapest was 5,250,000 Yen, while the Type C with the F-Package cost 6,700,000 Yen. By comparison, the Soarer was an absolute bargain - in October 1998, prices for the six models offered in Japan ranged from 3,341,000 to 4,246,000 Yen.

Having been introduced as an early 1999 model, the LX470 naturally continued unchanged in the 1999 Model Year.

The RX also entered the 1999 Model Year proper unchanged. Its popularity can be gauged by the fact that it was already outselling the ES300 by the spring of ‘99.

Described as a ‘Fountain of Youth’ in the advertising for the model, this is the US-spec. LS400 for the 1999 Model Year. Available in 54 countries, in North America, Asia, Europe, Australasia and the Middle East, the LS400 was pitted against ‘prestige luxury’ models like the Mercedes-Benz S-Class, BMW 7-series, Jaguar XJ8 and Audi A8.

In the latter half of 1998, Toyota took complete control of Daihatsu by increasing its stockholding to 51.2%. It cited “fierce global competition and the push to create environmentally friendly products” as its reason for purchasing the additional 16% in the small car manufacturer.

Although Japan is still booming compared to most other countries (there is no comparison between the UK’s recession of the late-1980s and that which Japan claims to be in at the time of writing), domestic car sales have been dropping steadily month-on-month since early-1997.

However, Japanese dealerships continue to politely refuse credit on the Celsior and Century models - the car has to be bought outright! Furthermore, despite the widely publicised downturn in the economy, there is still a two month waiting list on a new Celsior.

America’s 1999 Model Year Proper

On 4th September 1998, the American 1999 Model Year line-up was announced. The RX300 and LX470 SUVs had, of course, been introduced as early 1999 models and, as such, continued unchanged. However, the LX did receive a new option - a 280 watt Nakamichi audio system (until this time, the LX was the only Lexus not to offer the Nakamichi upgrade). It also received the honour of being named the Automobile Magazine ‘All Star’ in the large sport utility vehicle category.

For 1999, at $55,905, the LX470 was the most expensive vehicle in the range, while the RX300 was offered in $31,805 front wheel drive, or $33,205 four wheel drive guise. On both SUVs, colour and trim options stayed the same as those listed at the time of their respective debuts.

Incidentally, by early 1999, the RX300 SUV was already outselling the ES300 in America. This was proof, if proof were needed, that the market had changed, and was precisely the reason why BMW was looking at building its own SUV model.

At $53,605, the 1999 Model Year LS400 gained the wood and leather-trimmed steering wheel and shift knob as a newly adopted standard feature, having been listed as an option the previous season. Hand made from Curaro Walnut and hand stitched leather, this enhanced the interior no end. Otherwise, the LS saloon continued pretty much as before.

Coachwork colours were the same as those for 1998, except Cashmere Beige Metallic was replaced by a new Mystic Gold Metallic shade. Other paintwork options included Baroque Red Metallic, Silver Jade Pearl, Atlantis Blue Mica, Alpine Silver Metallic, Diamond White Pearl, Black Onyx, Antique Sterling Metallic, Imperial Jade Mica and Antique Bronze Mica. Leather trim came in either Ivory, Grey, Black or Cypress.

Studio shot of the 1999 SC400.

The 1999 SC300 for the American market.

Brilliant advert for the SC400 coupé, dating from early-1999. Although still a beautiful machine, sales of the SC range had dropped off sharply in recent years, prompting a new advertising campaign on one hand, and motoring journalists to predict its imminent replacement on the other.

As for the SC coupés, enhancements for 1999 included audio system improvements, new perforated leather seat inserts, larger brakes for the SC300 (now the same as those fitted to the SC400), daytime running lights, new exterior colours, and a new three spoke steering wheel design similar to that of the GS series. A six CD autochanger became standard on the coupés, while an Automatic Sound Levelizer feature, which adjusted volume level to compensate for changes in ambient noise levels and vehicle speed, was also added. For audiophile enthusiasts, the 280 watt Nakamichi system continued as an option.

The coupés were now available in the following colours: Millennium Silver Metallic, Baroque Red Metallic, Golden Pearl, Renaissance Red, Angora Beige Metallic, Imperial Jade Mica and Black Onyx. Fabric trim, standard on the $42,905 SC300, was only supplied in Ivory, although leather (standard on the $55,205 SC400, optional on the three litre car) came in either Black or Ivory.

Road & Track compared the SC400 with a Jaguar XK8 coupé and a Mercedes CLK430. The Coventry car was the most expensive, followed by the Lexus, and all had similar power outputs and performance figures. Ultimately though, the Benz won on 96.6%, while the XK8 and SC scored 93.3 and 92.9%, respectively. Obviously, the competition had caught up, but there were plans on the horizon to counter this European onslaught.

For 1999, the GS400 was priced at $45,505, $8200 more than its three litre stablemate. The Press Release stated: “This ‘Lexus with an attitude’ appeals to a new kind of Lexus customer looking for a more extroverted statement of luxury. An international-class sedan, the GS is at home anywhere, from European autobahns and motorways to American cities and suburbs. Faster, and priced thousands less than its European competitors, the GS is the value choice among world-class performance sedans.”

The 1999 Model Year GS400 on optional 17 inch alloy wheels.

The US-spec. GS300 for 1999. Note the optional electric sunroof.

The specification sheets noted a slight increase in brake disc diameters, along with the adoption of a higher capacity alternator. Improved soft upper interior trim, which met FMVSS 201 standards, helped to reduce head injuries in the event of an accident.

In addition, from November, the GS models were fitted with daytime running lights. These minor changes added 3lb (1.4kg) to the weight of both cars in the series. Once again, the GS was nominated to Car & Driver’s Ten Best List.

In a comparison test between the GS300, Audi A6, Saab 9-5 SE and Chrysler 300M (the cheapest of the bunch by far), Road & Track placed the GS300 third. The Lexus scored 92.1% as opposed to 92.7% for the Audi and Chrysler. However, the GS won in the performance stakes and subjective ratings; it just fell down on practicality and, to a lesser extent, price. Enhanced luggage space would have seen the Lexus a clear winner.

Priced at $30,905, the 1999 ES300 was improved yet again. The adoption of VVT-i technology for the engine gave an additional 10bhp and 8lbft, power was now quoted at 210bhp at 5800rpm, while the unit’s maximum torque output was 220lbft at 4400rpm. To ensure low NVH levels, the active engine mount first introduced on the RX300 model was employed.

The V6 unit was linked to the lightweight U140E four speed automatic transmission (final drive ratio 2.64:1), improving performance and providing a fractionally better fuel consumption figure, whilst reducing the vehicle’s kerb weight to 3351lb (1523kg). This latest version of the ES could cover the traditional 0-60 yardstick in just 8.3 seconds, before going on to a quoted top speed of 140mph.

The 1999 ES300, with traction control as standard and VSC as an option.

While a number of automakers offered pre-programmed two or three step variable valve timing, continuous management of the timing between intake and exhaust valve opening was quite unusual. The VVT-i system selects the optimum intake and exhaust overlap under all operating conditions, thereby bringing to an end the traditional compromise between providing standing start torque or high speed passing horsepower. At the same time it enhanced fuel economy and reduced emissions so effectively that it eliminated the need for emission control devices like exhaust gas recirculation (EGR). The efficiency of VVT-i allowed high performance power plants, even that of the LS400, to qualify as a Transitional Low Emission Vehicle according to strict Californian regulations.

The good news didn’t end there. Traction control was now standard, enhancing the ES’s already excellent value-for-money rating. Very unusual for a car in this class, the Lexus Vehicle Skid Control (VSC) system also became available as an option. The power windows and optional sunroof (which came packaged with an electronic garage door opener) now featured pinch sensors and one touch open and close functions, and could be closed from outside the vehicle with a twist of the door key. Daytime running lights were fitted as standard for 1999 Model Year cars.

Colour and trim options were largely unchanged for the ES, but Ruby Pearl was superceded by a similar Vintage Red Pearl, while Classic Green was replaced by a slightly greyer shade known as Woodland Pearl.

By the end of 1998, the US Lexus Division had recorded its best ever annual sales with 156,260 units. This represented a 60% increase over 1997, and a 92% increase over the year before. The ES accounted for the biggest chunk of sales, with 48,644 sold, but the RX300 wasn’t far behind, with more than 42,000 finding new homes despite a short selling season. The GS series brought 30,622 buyers forward, with the LS400 bringing another 20,790. A fraction over 11,000 people bought the LX model, while the SCs performed poorly, with only 3009 sales during the year.

Visitors to the 1998 Geneva Show were given a preview of the new Lexus IS200. This is the same model on display at the NEC near Birmingham, the venue for the 1998 British Motor Show. (Courtesy Peter Hunter)

The Altezza

The IS200 sports saloon was unveiled in March 1998 at the Geneva Show. When it was displayed at the NEC seven months later, this latest Lexus attracted a lot of attention - indeed, a friend of the author’s said he had to wait until closing time to get a clear photograph! Sales in the UK were due to begin from early summer 1999 but, in the meantime, on 30th October 1998, the home market version was announced.

Japan’s equivalent to the IS was given the SXE10 chassis designation and called the Altezza, a name derived from the Italian for high class or noble. The Chief Engineer was Nobuaki Katayama, who joined Toyota in 1970 at the age of 23. The head of the No.1 Development Centre, Katayama had also been heavily involved with the Supra and Soarer models, as well as Toyota’s competition efforts.

During a New Model Talk Session for the public at Amlux in Tokyo, Katayama stated that he often travelled to Europe and, on one trip, somebody said to him: “Toyotas are very good, but you should make something with a little more attitude.”

As a motorsport enthusiast, he never forgot this remark, and set about making a car aimed primarily at the European market, rather than the US or Japan where tastes and driving conditions are very different. For Katayama, the opportunity to develop the Altezza was the fulfilment of a dream.

He wanted something that looked attractive not only from the outside, but on the inside too. He also insisted on the car being compact but a full four seater. Ride and handling had to be of a very high standard to cope with the higher speeds of Europe, with a traditional FR layout to enhance driving pleasure and control. At the same time, it had to be well equipped but prices had to be within the reach of anyone. It was a difficult brief to follow.

The domestic equivalent to the IS200 was called the Altezza. This is the RS200 Z Edition - the top-of-the-range model for the Japanese market.

Nobuaki Katayama pictured during the New Model Talk Session at the Amlux Building, Tokyo.

The fantastic 3S-GE four cylinder engine could be specified in the Altezza, but was sadly not available for export models. (Courtesy Hideo Aoki)

Interior of the Japanese-spec. RS200, seen here with a five speed automatic transmission. (Courtesy Hideo Aoki)

Styling cues came via completed questionnaires from both within and outside Toyota, so many renderings were drawn before a final shape was adopted. With its wedge-shaped profile, penned by Ryoji Okazaki, the Altezza looked very muscular, sitting low to the ground, and with minimal overhang at either end. The small, angled headlamps and deep airdam with built-in foglights enhanced the vehicle’s sporting image.

Aerodynamic shielding was fitted underneath to improve airflow and create a virtually flat bottom ground effect similar to that of a racing car. Front and rear fairings, just ahead of the wheels, improved aerodynamic performance and aided stability at higher speeds. The Cd was 0.28, incidentally.

Underneath the purposeful GOA bodywork (the new car was actually based on the Progres platform, a model which made its debut at the 1997 Tokyo Show), the Altezza was powered by one of two two litre engines - a 1G-FE straight six linked to a four speed ECT-iE transmission, or the powerful, free revving 3S-GE four. The latter could be bought with either a five speed automatic with E-Shift or a six speed manual gearbox.

The sportier four cylinder unit was jointly developed with Yamaha, recalling the heady days of the 2000GT project. Ultimately, the two power plants had very different characteristics, leaving the buyer to choose between smooth performance or rorty brute force.

A front engine, rear wheel drive configuration was chosen, offering the best overall package of driver control and performance. In order to give the car excellent weight distribution, the engineers placed heavy components, such as the battery and fuel tank, towards the centre, and moved the engine back behind the front axle line.

A highly sophisticated double-wishbone suspension was employed, front and rear, while braking was via discs all round with ABS as standard. Although Katayama was an enthusiastic driver, he deliberately made the suspension more suitable for everyday use. A hard suspension would be ideal for track work, but in reality, for most of the time, it just makes the vehicle uncomfortable for passengers and driver alike.

Rear of the RS200. The Z Edition gained elegant five spoke alloys. (Courtesy Hideo Aoki)

The Altezza was 1999 ‘Car of the Year’ in Japan. Eventually, in May 1999, a special edition L-Limited version was marketed to commemorate the occasion, selling for 2,730,000 Yen in manual RS200 form.

A good compromise had to be reached, and for that reason, most of the testing was done on normal roads. As well as Toyota’s test track, the development team (led by Hiroshi Naruse) did a lot of their work in Australia, the South of France, the back roads of Wales, the autobahns of Germany, and the classic Nürburgring race circuit.

Special attention was paid to the wheel design, as customers often put on their own aftermarket items. Although they were more difficult to make than usual, Katayama wanted everyone to be happy with the original equipment. All but the cheapest two cars in the line-up came with five spoke alloys as standard.

Inside, the front seats were formed to hold their occupants during spirited driving, while a chronograph-style combination gauge dominated the instrument panel. Although it wasn’t exactly the zenith of ergonomics, it looked very appealing nonetheless, and was complemented by a sporty three spoke steering wheel.

Rather than wood, matt chrome-like accents were used to trim the fascia and the sweeping centre console which housed the stereo and air-conditioning controls. Katayama insisted on the drilled metal pedal designs, making a mock-up of them himself to sway the decision. Not surprisingly, given the look of the instruments, it was later revealed that the interior designer is an avid watch collector!

There were six models available initially, the automatic AS200, automatic RS200, and six speed manual RS200, plus a better equipped Z Edition on each grade. Prices ranged from 2,070,000 to 2,540,000 Yen, with sales starting from the first week of November. Toyota was aiming to sell around 4000 units a month on the home market.

Autocar previewed the IS200 in November 1998 by carrying a road test on the Altezza. Three cars were cited as being the main competition for the forthcoming sporting Lexus - the Alfa Romeo 156 (1998 Car of the Year), the 2.4 litre Audi A4, and BMW’s 323i. The Alfa and Audi were priced around £22,500, while the BMW was listed at £24,745. The conclusion was that the “baby Lexus shows a lot of promise but the finished European version will need to be better than the low-spec. Japanese models.”

One has to agree that the base car is, well, basic, but the RS grade represents an excellent package. It’s not a luxury car by any means, but it was never meant to be - it is for drivers who enjoy driving but need a modicum of practicality. For that reason, having experienced the six speed model, the author has seriously been toying with the idea of buying one.

As a matter of interest, just before Christmas 1998, the Land Cruiser Cygnus made its debut. The Cygnus (named after a star), was the domestic market equivalent to the Lexus LX470, and was priced at 5,150,000 Yen.

News from Europe

As well as providing a preview of the IS200, the 1998 British International Motor Show at the NEC saw the debut of the GS300 Sport. “Unmistakable with its 18 inch alloy wheels and a sumptuous standard equipment level, it goes on sale next January,” said the event’s catalogue.

Priced at £37,450, the Sport version had larger front and rear spoilers, 18 inch wheels and tyres, a lowered suspension with beefier anti-roll bars, HID headlights, a new gearlever and additional wood trim.

This was part of a masterplan to overhaul the Lexus image. Juan Jose Diaz Ruiz, Toyota’s European marketing supremo, said: “The new brand strategy has three phases. First we must consolidate our core volumes with a wider variety of IS200, GS300 and LS400 models. Then we must add more sportiness and fill new niches that are opening up.” There were plans to introduce five new models to the UK by 2002.

The Land Cruiser Cygnus, the home market equivalent to the LX470, went on sale in Japan during December 1998.

The European GS300, seen here in left hand drive form carrying French registration plates.

Meanwhile, in January 1999, to find the ‘Best Car in the World’, Autocar conducted a fascinating road test comparing the Lexus LS400 with the BMW 750iL, Daimler Super 8, Mercedes-Benz S500 and Rolls-Royce Silver Seraph. The Lexus, at just £49,999, was by far the cheapest model looked at, with the Daimler priced at around £64,000 and the two German cars a fraction over £75,000. The Royce was a staggering £155,000.

It declared: “On a refinement/price reckoning, the Lexus is marvellous. But relative to its opposition, the Second Generation LS400 is a disappointment in this company.” They went on to conclude that “the Lexus is a serious executive saloon, not a true luxury car.”

The LS400 didn’t win the ‘Best Car in the World’ title (the Benz was the winner on this occasion). In the same month, however, Toyota GB issued a Press Release stating that 1998 had been a record year for Lexus sales in the UK. “With the introduction of a brand new Lexus GS300 model and heavily revised LS400 model in January 1998, the Lexus marque achieved 3269 sales last year (62.8% up on 1997) proving that the brand is gaining greater popularity and is making significant in-roads into the luxury car sector.”

This total was made up of 975 LS400s and 2294 GS300s, but with the introduction of the IS200 due in May, however, sales were expected to leap to 8150 units in 1999, with the new sporting model accounting for more than half of this figure. Aimed at the BMW 3-series, Audi A4 and Mercedes-Benz C-Class, the IS200 would give Lexus a three car line-up in the UK, the world’s second largest market for the Japanese luxury marque.

Rear view of the French GS300. From this angle in particular, the Second Generation GS looked a far more compact package than its predecessor.

The 1999 LS400 for the French market.

Another view of the French-specification LS. It was the UK, however, that provided the world’s second largest Lexus market, America being at the top of the list, of course.

Models wearing the new line from Loewe designer Narcis Rodriguez outside the Axis Restaurant in London at the end of 1998. “Lexus and Loewe - Smooth Style Off The Peg” was how the picture was interpreted.