Mechanically, Verossa is a repackaged Mark II as they share virtually the same dimensions and all mechanical components. However, Progres and Brevis are also its sisters, just have shorter overhangs and different choice of engines from the same gene pool. To lesser extent, all of them can also link to the smaller Altezza (Lexus IS). Strangely, all these cars bar Altezza are bounded in domestic market thus cannot avoid internal competition.  

What differs the Verossa from Mark II is not performance or comfort. It is the subjective dynamic image delivered by the styling. So, I have no more say about it.

Model	Mark II 2.5 turbo	Verossa 2.5
Layout	Front-engined, Rwd	Front-engined, Rwd
Size (L / W / H / WB) mm	4735 / 1760 / 1460 / 2780	4705 / 1760 / 1450 / 2780
Engine	Inline-6, dohc, 4v/cyl,  VVT, turbo	Inline-6, dohc, 4v/cyl,  VVT, direct-injeciton
Capacity	2491 c.c.	2491 c.c.
Power	280 hp	200 hp
Torque	278 lbft	184 lbft
Transmission	4A	5A
Suspensions	All: double wishbones
Tyres	225/45 R17	N/A
Weight	1530 kg	1490 kg
Top speed	N/A	N/A
0-60 mph	N/A	N/A
0-100 mph	N/A	N/A

TOYOTA CROWN

Appeared in 1955, "Crown" is the oldest nameplate in Toyota’s current line-up. Generation after generation, today’s Crown is still the most popular company car in Japan, which is good, but its presence is still bounded in domestic market and South East Asia, which is less good. One word summarise its character - Conservative. To please Japanese company executives and businessmen, you know, it HAS to be conservative in styling and trimming. It has to ride as supple as magic carpet, offering independent audio, climate and lighting controls for the rear passenger. In contrast, driving pleasure is not very important. 

But the latest Crown is no longer that conservative. It has been styled, tuned and trimmed to please driver as well as passenger. To be honest, it is still not as driver-bias as Lexus GS, but the improvement made is substantial enough to let you forget any pervious Crowns. For the first time, I found the Crown looks quite nice. Nice, if not handsome. Doesn’t it look like a Lexus LS400?  

The cabin also looks fresh. Lexus-like back-lit gauges looks cool. Center console has a unique shape and is no longer taxi-like. Two-tone colours match very well with wood decoration and leather trimming, although I suspect the wood is fake. Fit and finish is first rate, so is the quality of material. My only complain is the dull-looking 4-spoke steering wheel. There’s plenty of space for front and rear passengers, the latter also enjoy independent audio and climate control, reading lamps and a small refrigerator behind the arm rest. Overall speaking, it’s an enjoyable place to spend hours of long journey. 

There are 3 versions of Crown - Majesta, Royal and Athlete. The Athlete is the most sporty, with stiffest suspension setup. Majesta is most luxurious, powered by a 280 hp V8. It also has longer wheelbase. Royal runs middle of the road and is usually the best seller among them. No matter which version, handling is far beyond imagination. Gone is the traditional soft suspension setup, which is replaced with firmer springing and damping. As a result, steering response and body control are greatly improved. Although it is still regarded as comfort-bias by European standard, it is already more driver-bias than other domestic rivals, including Nissan Gloria. In particular, it rolls less and steer with more feel than the Nissan. 

Although the range-topping Majesta is powered by Lexus’s 4-litre V8, most other Crowns are likely to be ordered with 3.0 inline-6. This 24-valver is actually the same as Supra and Lexus GS300. No matter with or without direct-injection, it output 220 horsepower and 217 lbft of torque. As in Lexus GS, it is silky smooth and quiet. Predictably, Toyota provides no option for manual gearbox, but there are two electronic automatic for choose: 4-speed automatic is smoother; 5-speed Super ECT (with Tiptronic style manual override mode) is quicker.  

Model	Crown Athlete 3.0G	Crown Majesta V8
Layout	Front-engined, Fwd	Front-engined, Fwd.
Dimensions	L / W / H / WB:  4820 / 1765 / 1455 / 2780 mm	L / W / H / WB:  4900 / 1795 / 1465 / 2800 mm
Engine	Inline-6, dohc, 4v/cyl,  VVT, direct-injection	V8, dohc, 4v/cyl, VVT
Capacity	2997 c.c.	3968 c.c.
Power	220 hp	280 hp
Torque	217 lbft	296 lbft
Transmission	5A with manual mode	5A with manual mode
Suspension	All: double wishbones
Tyres	215/55 R16	N/A
Weight	1580 kg	1700 kg
Top speed	N/A	N/A
0-60 mph	N/A	N/A
0-100 mph	N/A	N/A

TOYOTA CENTURY

Century is the local-bounded model which topped the company's model range. Since 1967, it did not received any significant modification until recently. The 1997 version boosted by a larger body and an amazing 5 litres V12 (Japan's first V12) with 48 valves and variable valve timing. Like other powerful Japanese engines, it is voluntarily bounded to 280hp, but accompany with astonishing 355lbft of torque. Without doubt, its suspensions are tuned to be very soft while the driver appeal is..... those Japanese enterprise directors won't drive the Century by themselves ! 
    

Model	Century
Layout	Front-engined, Rwd
Dimensions	N/A
Engine	V12, dohc, 4v/cyl, VVT.
Capacity	4996 c.c.
Power	280 hp
Torque	355 lbft
Transmission	4A
Suspensions	N/A
Tyres	N/A
Weight	N/A
Top speed	N/A
0-60 mph	N/A
0-100 mph	N/A

Toyota Altezza / Lexus IS200

Related models: Progres, Brevis
BMW 02 Series and 3 Series are one of the miracles in motor history. They proved there are millions of keen drivers that would pay premium price and sacrifice a little bit passenger comfort for a sedan with superb handling and performance. For thirty years, BMW dominated this market segment without any serious challenge. As the market is expanding, Audi A4 and Alfa Romeo entered the market, both with great success. Toyota, which has already created the 5-Series-challenging GS400, also wants to have a slice in this market. 

If you are European or American, you need to do 100% to win people's heart. If you are Asian, you need to achieve 120% of what the European done in order to win their respect. That's what Toyota's engineers thought. Therefore, from the beginning they chose the most ideal mechanical configuration for their 3-Series challenger : rear-wheel-drive and all double wishbones suspensions. 

They know their suspension tuning used to be criticized by the Western media as too soft, steering used to be criticized as too light and lifeless, so they spent extra time to test and tune the car in Germany. After that, they decided to equip the car with sports car-style 17 inches wheels with 45% aspect ratio, a first in this class of car. Besides, 6 speed manual and 5 speed adaptive automatic were employed for enhancing driving pleasure. 

In terms of engine, they thought they have nothing to worry about. From the existing range, they picked up Celica and MR2's 2-litres four, upgraded with double VVT-i (at both inlet and exhaust valves) and titanium valves. Accompany with 11.5 : 1 high compression ratio, this high-revving unit output 210ps at 7600rpm and 160lbft at 6400rpm. 

So, this becomes the Altezza, the Japanese Car of the Year 1999. According to the local magazines which have tested it, Altezza has the handling to overshadow the latest BMW 3-Series E46. Steering is neutral and sensitive, body control and grip are extremely good. 

Supra has good handling and performance, but it was criticized as lack of character. Altezza avoid this by deliberately making a beautiful exhaust note. 

However, comparing with BMW 323i, 328i and Alfa 156 V6, Altezza's inline-4 feels lack of power. Forget the 210ps rating, the lack of capacity result in the lack of torque and a relatively peaky torque curve. Road testers felt unable to exploit the potential of the chassis. 

Altezza / IS200 is rather small compare with the 3-Series. It is 71mm shorter, 19mm narrower and 5mm lower. Wheelbase is 55mm shorter. Although the rectangular shape seems to benefit interior room, it isn't. 6 feet high rear passengers will find their heads touching the roof as in the 3 Series. However, rear leg room is marginally better.

Toyota's stylists intentionally create a very aggressive interior. Undoubtedly, the highlight is 4-in-one chronograhic dial, which is probably inspired by Casio's G-shock watch. What a pity the packaging is awful. You'll see cheaper grade of plastic than rivals and sub-standard build quality for a Lexus. The seats looks unattractive and feels not very comfortable, mostly because of lacking lumbar adjustment and short in the squab. Steering wheel is not adjustable in reach thus deteriorate the otherwise good driving position.

The exterior looks even worse. This is the ugliest car I have seen in the whole 1998. Although recently I see this car twice a day averagely, I still can't accept its look. Lexus IS200A cheaper version was developed for both domestic and overseas market. For overseas market, it is badged as Lexus IS200. It is powered by a 2-litre straight 6 modified from the Mark II sedan, with inlet-bounded VVT-i. Lower compression ratio (10.0:1) suits the inferior fuel in overseas. Its output is very much lower : 153hp, although the 144lbft / 4400rpm makes acceleration less different. 

It is not provided with the 5 speed automatic. People who need auto have to put up with the slow 4A. However, IS200 has a flat undertray to improve the coefficient of drag from 0.29 to 0.28. It should benefit high speed cruising on Germany's autobahn.

Road test impression

2 UK publications tested the IS200 and reported great impression. Both describe it handles very good on smooth surface. Steering feels very communicative in action, quick and more accurate than 3-Series. Nevertheless, power steering offers an abundance of assistance during parking. The chassis and well tuned suspensions feels alive in bends, body control precisely and tightly thanks to the grippy 215 tyres. However, when arriving limit, steering feel fade out as the camber change (due to body roll) makes the thin, 45% aspect ratio tyres riding on their outside edge. In this respect, BMW 3 Series and Alfa 156 deal better with cornering limit.

In terms of ride, Lexus IS200 is a little bit bias towards hard for some people but just perfect for keen drivers. Even our civilised local magazines regard its ride comfort as acceptable.

As predicted, performance is the weakest sector of the baby Lexus, at least until the arrival of IS300. Against the clock, it took a full 9 seconds to complete 0-60mph. 0-100mph of 25.8sec is no better. Not just the figures prove that, in fact the driver always feel the engine lack of flexibility and punch to keep up with BMW 323i (0-60 in 7.6sec) and even Alfa 156 2.0TS (8.1sec). It just edge out the four cylinder 318i.

Luckily, the short-throw, close-ratio 6-speed manual gearbox keeps the driver involving. The lovely exhaust noise also enhance excitement.

On a typical rough B-road, IS200 started to show its shortness in damping and body control, also shows some high speed float. Steering feel deteriorates as speed increases. Now I know why the European IS200 has added with the flat undertray : because the engineers experienced high speed stability problem during its test in Germany. They thought they've solved the problem by the addition of flat bottom thus the reduction of lift, but on rough British roads it is another matter.

Lexus IS300

The so-called 3-series segment is getting excited now. Lexus has already shipped IS300 to the USA. Unlike the IS200, it should have abundance of power to beat the benchmark BMW 328i. That’s a total of 215 horsepower and 218 lbft of torque, coming from the Supra-derived 24-valve straight six displacing 2997 c.c., aided with VVT-i continuously variable valve timing. It’s virtually the same as GS300 and Crown’s power plants too. 

Don’t celebrate too early. BMW is introducing a 3.0-litre straight six into the 3-series as well. This engine will replace the 2.8 unit in all BMW models. It retains the basic construction of the current 2.5 and 2.8 unit, that means all aluminium construction and Double Vanos VVT. The extra displacement boost power and torque to 231 hp (DIN) and 221 lbft (DIN) respectively. In SAE scale, it is 225 hp and 214 lbft. So the new 330i will be at least as quick as the IS300.

In terms of eagerness, sound quality or refinement, unless the new BMW 3.0 is worse than the 2.8 (very unlikely), it won’t have problem to beat the Lexus counterpart. In fact, BMW’s 2.5 and 2.8 have been one of the Ward’s 10 best engines since their debut, while Lexus’s straight six never won this title. The differences are small, but enough to distinguish.

The IS200 was already praised as a good driver’s car, better than any Japanese sedan ever achieved. However, giving the bigger engine burdening the nose, handling is inevitably compromised a bit. Although Lexus claimed the center of engine is located 55 mm behind the front axle, this also implies that nearly half of the engine is hanging in front of the axle. Most important, unlike BMW, it has heavy cast iron block. Toyota has yet to develop an all-alloy in-line six.

According to early road test impression, extra weight at the front results in poorer handling. At modest drive, it behaves as sporty and communicative as the IS200. Under pressure, the IS300 has quite a lot of understeer. 
Steering feel is deteriorated. Damping on rough roads isn’t as good too.

In contrast, the marvellous 3-series never has such problems. Basically, there is no difference in handling can be felt among 318i, 323i and 328i. What separate them is just the wheel and tyre, which give the pricier models a positive edge. Therefore we can predict the 330i will handle better than IS300.

Lexus loses another battle in the drive train. Unlike BMW, it doesn’t offer a manual transmission for the IS300, at least for the first year. It’s a big disappointment, as the IS200’s 6-speed manual shift so sweet. There’s rumours saying the IS200’s unit cannot handle the extra torque from the new engine. So far, the most demanding application of that gearbox is used in Nissan Silvia turbo, which handles 203 lbft of torque, still not matching the IS300’s 218 lbft. Another feasible gearbox is Supra’s 6-speeder, which always mate to this 2JZ-GE engine. However, a Japanese tuner has already proved that it doesn’t fit neatly into the Altezza (that is, Japanese IS200). It requires the shifter lever to be relocated several centimetres rearward. Moreover, it doesn’t shift as slick as the IS200’s. 

Toyota is now trying to fix that, so in the first year only a 5-speed automatic will be offered. It is already optional in Altezza and standard in GS400, with E-shift manual override via the buttons on the spokes of steering wheel. Nice auto, but it’s hard to convince that a driver’s car shift by itself. Performance is also harmed - Lexus claimed a top speed of 143 mph and 0-60 mph in 7.1 seconds, no match with BMW’s claim for the 330i, that is, 155 mph and 0-62 in 6.5 sec. 

Weight also plays an important role in performance. At 1483 kg, the IS300 has lost any advantage over BMW.

Oddly, American Lexus offer 205/55R16 tyres as standard for the most powerful IS, with 215/45ZR17 as option. European IS300 will offer the 17-in as standard, just like the IS200.

As usual, there is price advantage for the Lexus. I expect 5-10% over the BMW 330i with equivalent equipment. That doesn’t mean Toyota can make the IS cheaper, it is just BMW can enjoy higher profit margin because it is still the benchmark.

Toyota Progres

Progres could be said as the forerunner of Altezza. It was launched half a year earlier than the latter, but unlike its sister, sales is bounded in Japan. While the Altezza represents a new idea, the Progres conforms to the traditional value. Although based on the same rear-wheel-drive platform, its wheelbase has an extra 110mm to provide the amount of cabin space that a luxurious sedan deserve. Similarly, the overall length is 100mm longer than Altezza, while the 1700mm width is 20mm short of its sister, once again prove that it is not designed for ultimate driving excitement.

Engines come from Mk II and Supra etc., model NC250 gets a 2.5 litres VVT-i straight six, rated at 200ps and 185lbft. NC300 is powered by Supra's 3.0 litres VVT-i straight six, capable of 215hp and 217lbft. Rumour said the 2.5 unit may eventually share with IS200 in order to compete with BMW 323i.

Toyota Brevis

Toyota Brevis is the twins sister of Progres, hence an enlarged Lexus IS. Unlike Progres, the new Brevis aims at younger customers and compete directly with imports like BMW 3-series and Mercedes C-class. Basically, the chassis and powertrains are identical to Progres. What makes it more appealing is a (relatively) handsome exterior styling and a beautifully trimmed interior. The stylish center console houses a LCD monitor and an alloy-effect sound system consists of on-dash CD changer, DVD and MD, with 7 speakers on top model. Besides, like Ford Taurus, it provides power pedals which can adjust across a range of 70mm to suit drivers of different height. Better than Taurus, the position of pedal, steering wheel and driver’s seat are memorised. 

Brevis rides on the same rear-drive platform as Lexus IS, with wheelbase extended to 2780 mm to better all its European rivals. In terms of size and weight, it stand between a BMW 3-series and 5-series, so cabin space is plenty. However, dynamically speaking it can hardly match the European rivals (that role is left for Lexus to fulfill), although rides on double-wishbones suspensions. Suspension is set softer than the Lexus, steering is less direct, and its 1550 kg kerb weight also hurt handling agility.

There are two choices of power plant: 2.5-litre or 3.0-litre straight-six, pumping out 200 hp and 220 hp respectively. Both are equipped with VVT-i and D-4 direct injection. In contrast, there is only 1 transmission available - 5-speed ECT automatic without Tiptronic-style manual override, the same one as IS300. 

Of course, Brevis is bounded in domestic market.

Model	Lexus IS200	Toyota Altezza RS200	Lexus IS300
Layout	Front-engined, Rwd	Front-engined, Rwd	Front-engined, Rwd
Dimensions	L / W / H / WB: 4400 / 1720 / 1410 / 2670 mm
Engine	Inline-6, dohc, 4v/cyl, VVT	Inline-4, dohc, 4v/cyl, VVT.	Inline-6, dohc, 4v/cyl, VVT
Capacity	1988 c.c.	1998 c.c.	2997 c.c.
Power	153 hp (DIN)	210 ps (JIS)	215 hp (SAE)
Torque	144 lbft (DIN)	160 lbft (JIS)	218 lbft (SAE)
Transmission	6M	6M	5A with manual mode
Suspension	All: double wishbones
Tyres	215/45 ZR17	215/45 ZR17	215/45 ZR17 (option)
Weight	1435 kg	1360 kg	1483 kg
Top speed	137 mph*	143 mph (estimated)	143 mph (claimed)
0-60 mph	9.0 sec*	7.7 sec (estimated)	7.5 sec**
0-100 mph	25.8 sec*	N/A	19.5 sec**

Toyota Aristo / Lexus GS

BMW 5-series, the untouchable. Since 1996, the 5-series has been the benchmark of the class, offering driver appeal as well as refinement that competitors hardly match. Among many challengers, Toyota Aristo comes closest to the benchmark.

Aristo is better known as Lexus GS300 / 430 for overseas market. You might remember, the first generation Aristo / GS had a sporty styling penned by Italdesign but it didn’t drove like that. In contrast, the new car looks less pretty, a bit too fat, and the irregular-shaped headlights seem odd, but underneath the skin is a competent chassis and powertrain combination. As usual, Toyota gave it the best components - double wishbones suspension all round, rear-wheel drive, front and rear subframes - but most crucial is the chassis setup, which distinguish the new GS from its predecessor or Crown. However, let us first start from the heart ...

Having experience about Supra, you don’t need more description about GS300’s engine. In fact, Toyota uses this 2997 c.c. straight six (with dohc, 24 valves and VVT-i variable valve timing) throughout all its rear-drive big cars, such as Mark II, Crown and Supra. Powerful, responsive and smooth are its basic instinct, letting it to rival BMW’s 2.8 well. If you want more power, Aristo provides two additional turbochargers and boost output to the domestic boundary of 280 hp, with 334 lbft to match. In other words, that’s the same heart of Supra turbo. However, best among them is GS430’s 4.3-litre V8, also aided by VVT-i. It pumps out 300 silky smooth horsepower without any hesitation. More powerful than BMW’s 4.4 V8, yet refiner. Perfect.

Working in companion with the fine engines is a 5-speed adaptive automatic. For GS430, it offers E-shift Tiptronic-style manual override with finger-operated button on steering wheel spokes.

The V8 gives GS430 fire-breathing performance: it takes just 6.0 seconds for 0-60 mph acceleration. Top speed is electronically limited to 155 mph like its German rivals. In contrast, GS300 is just average by class standard. Autocar magazine found it took 8.5 sec for 0-60 and the kerb weight is 140 kg in excess of a BMW 528i. Admittedly, the GS300 paid little attention to weight saving - the straight six still uses cast iron block (the V8 is aluminium alloy). There’s no aluminium used in suspension as well, unlike BMW and Audi. 

Lack of aluminium suspension also distinguish its ride quality from the BMW benchmark. Generally speaking, Lexus GS is tuned softer than its German rivals. Even with the UK-only Sport suspension package (with 17-inch wheels), although it runs very close to the 5-series, it is still noticeable the BMW has an edge in body control, steering feel and ride quality. The low-profile tyres ride and damp pretty well at speed, but does not overcome low speed bump as good as 5-series. 17-inch wheels are also optional for the GS430, although the suspension is no stiffer than the standard setup. American journalists also agreed the BMW 540i handles and rides better. In particular, the standard suspension lead to more roll and pitch, without the confidence experienced in BMW and Audi. European version GS430 fitted with Sport suspension package has quite poor ride on bumpy road, which is hardly forgivable for a Lexus, while body control and steering are both worse than GS300, thanks to the extra weight of V8.

That said, the GS is less sportier than 5-series and A6 (V8 only), but its driver appeal as well as refinement are well ahead of any front-drive A6, Jaguar S-Type and Lincoln LS. What about Mercedes E-class? it’s good, but too expensive to be direct competitors. Talking about price, the GS300 isn't cheap in Euorpe, therefore Lexus found it difficult to shift more than 3,000 cars there annually.

While handling and ride matches the German, interior trimming is not. There is purposeful styling for dashboard, such as 3 separate backlit gauges. There are a lot of equipment as well, plus full leather trim. The problem is lack of classy feeling. The plastic feels cheap. The placement and styling of ventilation lack of attention to detail. Fit and finish is also under question. It feels more American than European, not even matching Lexus’ own SC coupe.

However, the GS is still a satisfying executive sedan offering remarkable refinement, comfort and European-style handling. GS400 is especially good for high speed cross-country journey. It’s fast and relaxing.

Model	Lexus GS300	Lexus GS430	Toyota Aristo
Layout	Front-engined, Rwd	Front-engined, Rwd	Front-engined, Rwd.
Dimensions	L / W / H / WB: 4805 / 1800 / 1435 / 2800 mm
Engine	Inline-6, dohc, 4v/cyl, VVT	V8, dohc, 4v/cyl, VVT.	Inline-6, dohc, 4v/cyl,  VVT, twin-turbo.
Capacity	2997 c.c.	4293 c.c.	2997 c.c.
Power	218 hp	300 hp (SAE)	280 hp (JIS)
Torque	219 lbft	325 lbft (SAE)	334 lbft (JIS)
Transmission	5A	5A	5A with manual mode
Suspensions	All: double wishbones
Tyres	N/A	235/45ZR17	N/A
Weight	1671 kg	1745 kg	1680 kg
Top speed	140 mph*	155 mph (limited)	155 mph (limited)
0-60 mph	8.5 sec*	5.9 sec*	N/A
0-100 mph	23.6 sec*	14.8 sec*	N/A

Lexus LS430

Related models: Celsior - Japanese version badged as Toyota.

One of the most successful Japanese cars in history is Lexus LS400. When it was launched in 1989, many Western automotive industrial insiders could not virtually believe what the first attempt from Japan had done: very high quality, all-round refinement, ultra-smooth and near-silent V8, comfortable ride ... plus a bargain price that scared Mercedes and BMW. 
 
Luxurious car market was originally dominated by Mercedes and BMW (plus a small portion by Jaguar). Those German makers, especially Mercedes-Benz, has many years of experience in making the best sedans in the world. Therefore when Lexus LS400 overtook them in only one night, and then followed by Nissan's alternative, Infiniti Q45, this market was significantly changed. First we saw the more open-minded American buyers steered towards Japanese luxury by their wisdom. As a result, LS400 beat Mercedes and BMW in number of sales in the North America market, believe it or not ! 

However, because of rising Yen and rising production cost in Japan, the price of LS400 gradually increased throughout the first half of the 90s; simultaneously, Mercedes, BMW, Audi and Jaguar fought back with newer models. LS lost its top spot in sales chart. The ’95 and ’97 makeover did stopped sales decline temporarily, but only an all-new LS can put Lexus back in limelight. 

Finally, Toyota showed the new Lexus LS430 in the Jan 2000, Detroit Motor Show. That’s more than a decade after the original LS400 launched. 

The LS430, indicated by its name, has a bigger, 4.3-litre V8. The increase of displacement does not provide more horsepower than the previous 290hp, but it boost more torque - 320 lbft, or an increment of nearly 30 lbft, thus compensating the slight weight increment. 0-60 mph in 6.7 seconds is by all means a very quick luxurious sedan. 

The exterior styling has a strong resemblance to (not LS400, but) the previous generation Mercedes S-class, once again demonstrating the incapability of Japanese designers. It’s not a surprise, because its predecessor was already criticised as copying an older S-class. Now we can predict how the next generation LS will look like ....

The body is no longer or wider but boost 55 mm height and 76 mm wheelbase. That guarantee a huge cabin without increasing weight significantly. As Toyota sees aerodynamic as an important mean to reduce wind noise, it smoothened the body to achieve a class-leading drag coefficient of 0.25, which shares world record with Honda Insight and Audi A2 "3-litre". At lower speed, the Cd is actually 0.26 because it rides on adaptive air suspension which lower ride height at high speed. The system is believed to be taken from the Japanese top-of-the-range Crown. 

Once again, refinement is untouchable. The S-class might ride as comfortable (also thanks to air suspension) but the Lexus wins convincingly in quietness and smoothness. The V8 remains almost silent at full throttle. Wind noise is obvious by its absence. The 5-speed automatic box shifts so smooth. Its clever program links with electronic throttle to deliver the smoothest gearshift ever experienced - it cuts engine torque to smooth gear change; whenever going uphill it increase torque to avoid downshift; whenever going down hill or under braking it automatically downshift to take advantage of "engine braking". 10 years on, European rivals still cannot match its high level of refinement.

On the contrary, the LS430 has narrowed the gap of dynamics. It has taken a big step forward from the LS400. The steering is now reasonably communicative and is quite accurate. The suspensions with stiffer springs, thicker anti-roll bar and new dampers reduce body roll and contribute to sharper cornering. Therefore it feels far more agile than before. 

Ultimately there is still something separate it from the likes of 7-series and S-class. The fact is, the German duo still steer with a bit more sharpness and approach cornering limit with more confidence. The Lexus, in contrast, display more roll and understeer at limit. However, considering Lexus is designed to be first priority in comfort, its dynamics is already remarkably good.

The new-found dimensions benefit a roomy cabin which is equipped with many high-tech equipment just like the new S-class, such as keyless entry, DVD-ROM GPS navigation, voice phone, heated and cooled front seats, heated and massager-incorporated rear seats and parking sensor. Ergonomic wise, however, it is not as impressive. There are many switches placed in a confusing manner. Using touch screen to control radio and adjust climate control is rather annoying and unnecessary. In terms of material and craftsmanship, the Lexus’s leather and wood-rich cabin is competitive, although never feels as prestige as Audi and Jaguar.

In short, the new LS has improved a lot in handling and retain its leading position in refinement. Is that enough ? I’m afraid not. All the improvements are just predictable. It won’t surprise you like 10 years ago. What the automotive world needed is a Japanese-quality luxurious car with character and innovation, both are not Lexus’ strength.

LS430 versus Mercedes S430

Strangely, just 1 letter separates their names. Even more strange, the Lexus is now being priced slightly more expensive than the Mercedes in Europe (although it does include more generous equipment), thanks to the successful cost control of the new S-class. Face to face, how do they compare with each other ?

Styling: no doubt the sleek S-class looks more handsome and original.

Performance: the Lexus is quicker to 60 mph from rest, but the S430’s flat torque curve enables quicker mid-range acceleration. Both are lively enough.

Noise: Lexus V8 is quieter most of the time although the Mercedes V8 matches it at high rev. However, Mercedes' sound-deadening is more effective to isolate wind and tyre noise.

Smoothness: both V8 are very smooth, but Lexus’ transmission shifts more seamless. 

Handling: S-class outperform its rival here convincingly. It feels more nimble to corner, with more grip, more 
steering feel and quicker steering response but less body roll. At speed, it is more resistant to crosswind. 

Room: Mercedes has more legroom up front but the Lexus is bigger at the back for all dimensions, proving it is more passenger-bias.

Model	Lexus LS430
Layout	Front-engined, Rwd
Dimensions	L / W / H / WB: 5005 / 1830 / 1490 / 2925 mm
Engine	V8, dohc, 4v/cyl, VVT.
Capacity	4293 c.c.
Power	290 hp
Torque	320 lbft
Transmission	5A
Suspensions	All: double wishbones
Tyres	225/55 ZR17
Weight	1830 kg
Top speed	155 mph (limited)
0-60 mph	6.7 sec*
0-100 mph	16.7 sec*

Toyota MR-S

Mr. Nakagawa is responsible for the development of both Celica and MR-S. While the recently launched Celica is well received by the public, he seems to be more nervous about the MR-S. He spent a lot of time to explain the new car to the press, stressed that his mission was to bring back the agility that made the first generation car so good. He is right. The second generation MR2 was originally praised for being powerful. In normally aspirated form it produced 165hp (then rose to 173hp); Turbocharged version’s 225hp even earned it a name of "mini-Ferrari". But the public’s enthusiasm quickly calmed down. People started to complain about its grown up size and weight of around 1200kg. Criticised its downgraded steering feel and cornering agility. Last year, decline sales figure forced it withdrew from all markets except Japan. If you are old enough, you might remember how exciting the first generation MR2 was. It opened the eyes of European journalists, letting them to see the rising sun’s ability to create exciting sports cars. The 16-valves engine was powerful and years advancer than European. The mid-engined chassis balanced and felt so good, with brisk performance to match. That was 1985. 14 years later, the third generation car is going back to the basis. The name of the Mk3 might arise some confusion. In home market, it calls "MR-S" rather than MR2, the latter is used in elsewhere. The "S" stands for Spyder, in other words, Convertible.  In terms of styling, the MR-S is another example demonstrating the incompetence of the Japanese studio. Despite of the deliberate imitation on Porsche Boxster (look at the front and rear lights !), its angular profile and poor execution of details make it uncomfortable to look at. Next time please ask the California studio (which styled Celica) or Brussel studio (which penned Yaris) for help. The cabin is tight fit, thanks to the size reduction. The instruments do what they are intended to and no more. Lack of a stylish dashboard, lack of high quality plastic as well as a decent trimming, you know price cut is the second biggest mission of Mr. Nakagawa. The steering wheel is adjustable in rake but not reach. The soft roof is operated manually, although it stores neatly under a panel. So, inside and outside, the MR-S does not deliver a good impression .... .... until you fire the engine. The 1794 c.c. all-alloy 16-valver is equipped with VVT-i like all other new engines from Toyota. The reduction of 200c.c. drops power and torque to 140hp and 127 lbft respectively, but drivability is not deteriorated. Nakagawa believes 1.8-litre is the best optimized size for a four cylinder. It enables smaller radiator, smaller brakes, narrower tyres .... in short, a lighter and more nimble car.  Kerb weight is just 975kg, exactly identical to the Mk1 MR2. This is a remarkable achievement, considering the crash protection requirement for 2000 is far stricter than those of the 80s, and then the new car has more powerful engine and a soft top. 14 years ago, it might not be the lightest (cars such as Bertone X1/9 and Honda CRX might be lighter). Today, it is some 100kg below the competitors. On the road, the weight saving translate into excellent control. The mid-engined chassis has first rate balance. Although it rides on MacPherson struts all round, the good set-up works well to keep the wheels perpendicular to the black top. The electric-assisted steering feels superbly communicative and well weighted. 2.6 turns from lock to lock means quick response. More important, the new MR-S corners with the agility and throttle adjustability that remind us the first MR2 or Mazda MX-5. However, some may describe it as "too tail happy", as it is easily prone to oversteer like Lotus Elise, thanks to the suspension setup and 56% weight taking by the rear axle. Well, such people just deserve to drive a boring BMW Z3. In terms of sheer handling, the little Toyota is unmatchable in its price range, not even the ever-green Miata. But the latter has prettier styling and a sense of originality. The MR-S, like the first 2 generations, are more likely to be the choice for boy racers, who don't like art and philosophy. Nevertheless, with the addition of convertible, the MR-S should appear to the larger crowd. To most drivers, the biggest problem of MR-S is it is too keen on oversteering. Skillful drivers may see that as engaging, but if they drive the car in a raining night, they have to be very careful. Responding to customer’s criticism, Toyota made a revision in August 2002. From exterior, it looks like just a minor facelift which concentrates on bumpers. However, underneath the skin there are 2 major changes. Firstly, to keep the rear tyres firmly glue on the road, they are enlarged from 15 to 16-inch in diameter and widened from 205/50 to 215/45. Moreover, a mechanical LSD (limited-slip differential) is added to the rear axle, regulating wheelspin. As a result, road testers found the revised MR-S becomes much more sure-footed at the limit. The second major change is upgrading the gearbox - no matter the manual or the SMT sequential manual - to 6-speed. The box is taken from Celica. It makes better use of the limited torque of the 1.8-litre engine thus improves performance slightly. The look and interior of MR-S was never outstanding. After 2 years, it starts looking outdated. What a pity the revision do so little in these area.   Model MR-S Layout Mid-engined, Rwd Dimensions L / W / H / WB: 3885 / 1695 / 1235 / 2450 mm Engine Inline-4, dohc, 4v/cyl, VVT Capacity 1794 c.c. Power 140 hp Torque 127 lbft Transmission 5M Suspension All: strut Tyres F: 185/55 R15; R: 205/50 R15 Weight 1076 kg Top speed 126 mph* 0-60 mph 7.5 sec* 0-100 mph 22.9 sec* Toyota Celica Unless you are Japanese, you must be amazed that the Celica has entered its 7th generation. A quick calculation found Toyota launched a new Celica every 4 and a half years, again hardly imagined by European and American. Since the first Celica appeared in 1970, it is always the biggest selling coupe in Toyota’s line-up, capturing those 20-something buyers who want to have their first taste of a coupe. There were some memorable milestones in its 30 years history, e.g., the third generation gave birth to the six-cylinder Supra, the fourth generation shifted to front-wheel-drive and 16-valves engine, then came the rally ace GT-4. There were also some unfavourable moment, such as the launch of the overweight and ugly fifth generation (I used to call it "Monster") and the continuous sales decline during the life of the sixth generation. It’s time to revive the Celica nameplate now. Undoubtedly, the latest Celica has two things to make headline : first, a striking look ; second, the new VVTL-i. Sadly, both are not the efforts of Toyota itself. Across the Pacific, the American stylists of Toyota’s California studio designed an aggressive body mirroring Ford’s New Edge. The triangular headlights, a tiny nose intake and the scoop over the bonnet are the main features at the front, while a sharp shoulder edge dominates the rear half of the side. A rear wing is the signature of the 180hp version thus it is a must for enthusiasts.  Underneath the striking look, the new Celica is actually rather conservative. Everything play safe : front-wheel drive remains unchanged, no GT-4 anymore, no V6, no turbo ... that means the car is not going to be as exciting as Nissan Silvia, our current favourite. Why not build the car on the Altezza (IS200) chassis ? I’m sure it would be fantastic to handle. Why not gave it a chronographic gauge ?  The second selling point is the VVTL-i equipped 2ZZ-GE power plant, that is, an all new aluminium four cylinder developed with the help from Yamaha. Displacing 1796c.c., it breaks the tradition since the third generation that 2-litre engines must be used. It is smaller yet it has an aluminium alloy block. The result is of course great weight saving, which lightens the front wheels and improve handling. Yamaha has been known as an engine expert in Japan and works as a consultant to other car makers. Its experience was acquired from racing motorcycle (an arch-rival of Honda) and once the Formula one engine program (not really Honda’s arch-rival). Its famous creations range from both generations of Ford Taurus SHO engines and the European Ford’s Zetec engine. Toyota’s first sports car, 2000GT of 1967, was also assembled by Yamaha.  Like many high tech aluminium engine, the 2ZZ-GE gets Nikasil treatment instead of using cast iron liner as a means to reduce friction and wear. Yamaha is one of the few experts in the world having the Nikasil treatment facilities (Ford’s Zetec is treated there), thus Toyota is eager to ask it to assemble the 2ZZ-GE engine. Its work does not stop there. Base on Toyota’s VVT-i variable valve timing system, Yamaha developed the VVTL-i which also incorporates variable lift control. You must know that variable lift is so important to top end power. Without it the new engine can never reaches a maximum power of 180hp at 7600rpm. Basically, the mechanism is a combination of the continuously phase-shifting variable timing (VVT-i) and a 2-stage cam-changing variable lift like Honda’s VTEC, but the implementation differs a bit from Honda thus avoid violating the rival’s patent. Once exceeding 6,000rpm, the high speed cams take over and the engine can rev for another 2 thousand rev. You may ask why the Toyota’s unit does not pump out as many horsepower per litre as Honda’s Civic Type R, Integra Type R or S2000. Very simple, Toyota’s engine is a fully mass production engine without the hand-intensive treatment required by the special Hondas, such as forged pistons / con-rod / counter weights etc. Take a normal Integra GSR’s VTEC and you’ll notice the superiority of Toyota’s VVTL-i, especially is low and mid-rpm torque, thanks to its additional continuously variable valve timing.  On the road, the 180hp Celica is pleasantly fast, despite of its reduced displacement. Benefited by weight saving (the kerb weight is 1190kg) and a close-ratio 6-speed manual, 0-60mph was timed in 6.8 sec by Road & Track (Motor Trend even did that in 6.6 sec), 0-100mph was reached in 18.2 sec, very impressive. Nevertheless, don’t expect it to match the lightning Silvia turbo or Fiat Coupe turbo, they do 0-100 in 14.2 sec and 14.5 sec respectively.  If speed is not the most important, the Celica should restore some ground with its fine handling and ride. There is no trick in the conventional front MacPherson struts and rear double wishbones, but the combination of well-tuned spring / damper and lightweight engine lifts its performance. Ride quality couldn’t be better for a coupe. Steering is surprisingly quick and accurate, with plenty of feedback. As a FF its understeer is well suppressed, although someone may ask for the ultimate fun as experienced in a rear-drive Silvia or even the Altezza sedan. However, the Celica’s balance, body roll, grip and brake are all no inferior to those FR opponents. The 180hp engine for the GT-S model is revvy yet sufficiently torquey once you’re in open road. Although its peak torque of 133 lbft arrives at sky-high 6,800rpm, the torque curve is very flat across the whole rev range. However, I can’t help thinking that an addition of 200c.c. would have been better coping with the competitors. The next thing I dream is a turbo, perhaps from TRD. No way, I’m afraid only a new GT-4 could cope with that. Budget choice is also a 1.8-litre four, with the normal VVT-i instead of VVTL-i and output just 140hp and 125lbft. Please note that it is not a detuned version of the 180hp unit because it is developed by Toyota itself. Not only has cast iron liners instead of Nikasil coating, its cylinder bore / stroke dimension of 79.0 / 91.5mm also differs from the Yamaha engine’s 82.0 / 85.0mm. As reflected by its name, IZZ-FE, it is the one shared with the new MR2 (MR-S). The basic engine has been reported as well short of power. Both engines have the same 6-speed manual, which requires a strong hand. An optional 4-speed E-shift automatic is well out of pace and grace. I personally dislike the interior. It tries to be stylish but without using the proper material to express the idea. The plasticky center console looks nothing like alloy as it wished to be. The dials are well left behind the chronographic era (finally the Japanese stylists found something superior to their American colleagues). Overall speaking the interior is nothing other than another mainstream coupe. In terms of comfort, the front seats and driving position are comfortable, with ergonomically placing instruments and controls. The rear seats are, again, lack of headroom thus they are just "+2". Summing all up, the new Celica is far better than the last 2 generations, no matter in styling, performance and handling. On the down side, it does not have some fundamental breakthroughs to make it a class winner. It appears well to the majority, but might not be enough to set us on fire.   Model Celica GT Celica GT-S Layout Front-engined, Fwd Front-engined, Fwd. Dimensions L / W / H / WB: 4335 / 1735 / 1315 / 2600 mm Engine Inline-4, dohc, 4v/cyl, VVT Inline-4, dohc, 4v/cyl, VVT+VVL Capacity 1794 c.c. 1796 c.c. Power 140 hp 180 hp Torque 125 lbft 133 lbft Transmission 6M 6M Suspension F: strut / R: double wishbones Tyres 205/50 R16 205/50 R16 Weight 1150 kg 1190 kg Top speed 127 mph (claimed) 140 mph (estimated) 0-60 mph 8.5 sec (claimed) 6.8 sec* 0-100 mph N/A 18.2 sec* Toyota Soarer / Lexus SC430 A running pillow. Truly, it looks like a running pillow. Toyota said the design was chosen among proposals from its studios all over the world, including the headquarters (think of IS200), the California-based CALTY (whose track record includes the old SC and new Celica) and Brussels (that pretty Yaris). Of course, the first to be ruled out was those who penned the ugly IS200. Then, surprisingly, the management guys chose the design from Brussels. In sketches it did look good, but after adaptation to production - reducing the size of wheels, increasing the windscreen incline angle, raising the level of bonnet and boot lid - the beautiful profile was ruined and became a fat pillow. It is just another poor design that looks good in concept stage but completely different in production form. It is just another example that we car lovers foresaw a problem but the management old men did not. Another problem is I cannot find a single styling detail delivering a sense of elegance or prestige. They should have chosen CALTY. The point is clearer if you compare the new SC with the old one. While the former looks odd, the latter is still handsome after 9 years (born 1992) even though without much restyle. The same feeling extends to interior. Better material used aside, the new styling is quite inconsistent - sometimes you see a straight-and-cool center console housing a sound system with brush alloy face, sometimes you see some light-color wood decorated in the dashboard in an American-traditional shape, at the same time you face 3 cute dials as found in some funny cars. Too much character means no character. While subjective sense is cruel to Lexus, as always, in objective sense it is hard to fault. The new car has a much sportier dimension than the old one - a massive 384 mm shorter, 24 mm wider, same height and have a wheelbase 71 mm shorter. The positive outcome is much improved driver appeal, also thanks to the all-double-wishbones suspensions donated by GS sedan. The bad news is a pair of laughable "plus 2" rear seats. You would be generous to call them "dog seats". How small ? it might accommodate handicapped passengers without legs. And I doubt if the boot, with the roof stored, can accommodate a folded wheelchair. However, the SLK-style aluminium roof is fabulous. Press a button and it will be automatically folded and stored in the boot within 25 seconds. Unluckily, when a Peugeot costing a third of its price has the same feature, driving this Lexus is no longer as proud as it should have been. Sorry for going back to subjective sense again, but honestly speaking subjective image means a lot to this kind of prestige cars. Back to cool mechanical spec and you’ll see the platform is actually a shortened GS430, with the same creamy yet powerful 300-horsepower V8 and silky-smooth yet clever 5-speed automatic, though there is no Tiptronic-style E-shift. Few care, as the chassis still favour comfort rather than handling although the old car was even more so. Lexus claimed the body shell is stiffer than Jaguar XK8 Convertible but R&T’s testers found the opposite, that’s probably because the Lexus rides on softer suspension setting. They also felt the Jaguar more agile to change direction while the Lexus felt bulkier and heavier. Steering is accurate and vibration-free but could be a little numb. Unsurprisingly, the positive side is smooth ride. In this respect, the Lexus follows tightly its traditional values of placing refinement in first priority. That’s a bit sad after seeing the new direction set by IS. Being a 300-horsepower coupe pricing near Jaguar XK8 and Mercedes CLK430 Conv., it’s driver appeal is inevitably letting us down. Perhaps the car concentrates too much on American market - some two-third of the 15,000 cars produced annually will destine there - and fail to care the rest of the world, especially Europe. Ah ha, you know, the old SC coupe was bounded in the America and Japan. Watch out next year’s long-awaited (for 13 years) new Mercedes SL, with similar roof and superior handling yet no compromise in ride comfort, I believe the tri-star can sell double number of cars compare with the Lexus yet manage to earn double profit margin per car. Believe or not ! After all, the new SC coupe is less desirable than the original appeared in 1992. I think it cannot last as long. Model Lexus SC430 Layout Front-engined, Rwd Dimensions L / W / H / WB: 4516 / 1829 / 1349 / 2619 mm Engine V8, dohc, 4v/cyl, VVT. Capacity 4293 c.c. Power 300 hp Torque 325 lbft Transmission 5A Suspension All: double wishbones Tyres 245/40 ZR18 Weight 1750 kg Top speed 155 mph (limited) 0-60 mph 6.2 sec* 0-100 mph 15.2 sec* Более 2000 руководств по ремонту и техническому обслуживанию автомобилей различных марок

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