The German national anthem opens with the line, “Deutschland, Deutschland über alles” which translates to “Germany, Germany above all else.” In luxury car sales, the Germans are indeed above all else, especially in the mid-size segment. In 2015, BMW and Mercedes-Benz sold more than twice as many of their 5-Series and E-Class models than Lexus and Cadillac could manage with their rival GS and CTS lines. Judging by these figures, it is clear the market prefers the Germans. However, the question must be asked: are the GS and CTS worth luxury car buyers’ attention? Should the Germans be worried? To find out, I rented both a CTS and a GS through car-sharing website Turo and put them to the test.
The CTS and GS have both recently received a modest freshening and some mechanical tweaks, however they remain much the same as these 2014 test vehicles. The real news at Lexus is the introduction of a 2.0 turbocharged four-cylinder in the GS200t, finally giving the Japanese luxury marque a boosted four like the Germans. Lexus was beaten to the punch by Cadillac: my CTS tester was equipped with a 2.0 turbocharged four, while the GS came with Toyota’s venerable 3.5 V6. Both were rear-wheel-drive, although all-wheel-drive is an option on both.
To help determine which of these two luxury sedans was the most satisfying to operate, I enlisted the help of a driving partner, Brandon. So often, car reviews dwell on the handling of a vehicle above all other attributes. It’s only natural this should happen as a person writing a car review is, more often than not, an enthusiast. Brandon, however, possesses little to no interest in cars so his input helped keep things in perspective. After all, a 5-Series rival must do more than handle superbly. It must offer a high level of features, stellar build quality, and a comfortable cabin and ride. So, which of these two is best equipped to tackle the Teutonic titans?
Second Place – Lexus GS350 F-Sport
Pros: Attractive inside and out, capacious cabin
Cons: Busy ride, lacks agility, some low-rent trim pieces
Verdict: A luxury sedan unconvincingly adapted for sport sedan duty. If you want a plush luxury sedan, don’t tick the F-Sport option box.
While Lexus’ controversial new design language has earned the ire of many, Lexus executives can count me as a fan. No longer invisible, the latest Lexus models have tremendous visual impact. As rival Japanese luxury brand Infiniti struggles with an uncertain brand image, Lexus is going from strength to strength and shedding its rather staid image. Lexus has finally introduced a turbocharged four-cylinder engine, quickly rolling it out to most of their models including the GS. Also available on most models are F-Sport performance and appearance packages and, on the IS, RC and GS lines, exciting F performance flagships. With Lexus in the midst of a renaissance, I went into this test drive with high expectations.
First impressions were promising. The GS wears one of the more conservative interpretations of the brand’s “L-finesse” design language, but the F-Sport package adds more aggressive 19-inch wheels and a rear lip spoiler. The effect is subtle but athletic; it’s worth noting the revised 2016 GS’ styling is even more extroverted.
Inside, the GS features Lexus’ horizontally-oriented interior layout. A 12.3-inch screen features prominently in the center of the dash with a controller located on the center console. However, the GS retains physical buttons for climate control. The F-Sport’s sumptuous leather bucket seats feature prominent bolstering, with the bolsters hugging the driver as the seat belt is buckled. The driver is also greeted with simple and elegant analog gauges. My tester featured seats in a vivid Cabernet red, a delightful splash of color that brightens up the interior. However, the moonroof is a standard-sized unit; unlike some rivals (including the CTS), a panoramic sunroof is not available.
Leather adorns the dashboard and center console, an impressively upscale touch. Unfortunately, the interior is where the GS’ flaws first become apparent. The switchgear for the climate control looks as though it came from a 2002 ES, as does the glove compartment lock.
The leather-wrapped dash is a visual and tactile delight, but a vast swath of hard, dated-looking plastic trim surrounding the infotainment screen is an unwelcome interloper on the dash. Finally, those seats look sumptuous but lack lumbar support on long drives. The turn signal stalk also proves to be an annoyance, the turn signals only staying on if you push the stalk firmly down.
Lexus’ Enform infotainment system has received its fair share of criticism, particularly for its use of a mouse-esque controller, but it is fairly easy to use and boasts clear graphics. The controller also features a rest for your wrist, a sensible addition but one that unfortunately resembles a 1980s car phone. The use of a console-mounted controller makes it more difficult to use the system on the fly than rivals’ infotainment units, although it responds adequately to commands. While I found the interface fairly intuitive, Brandon found the controller to be a nuisance and overly sensitive. Scorn was also levelled at the naff cruise control stalk, awkwardly positioned and cumbersome to use.
Stepping into the rear of the cabin, occupants are pampered with ample room in all dimensions: 37.8 inches of head room, 54.1 inches of hip room, and 36.8 inches of leg room, each measurement larger than in the CTS. The back seat is a comfortable place to sit, then. But my GS had the optional $5,690 F-Sport package, the racy nameplate inviting comparisons to the finest sport sedans from Europe (and the US). So, how does the GS350 F-Sport drive?
Alas, the GS is a luxury sedan unconvincingly adapted to sport sedan duty. The Lexus is little fun in the twisties, feeling every bit its 3800 pound curb weight. Its reflexes are too slow, not helped by steering that is heavy and lacking in feel. The paddle shifters are beautiful but the car doesn’t beg to be manually shifted. Twisting the knob in the center console to Sport mode firms up the suspension and steering but doesn’t much add to the sporting experience. Best to leave the car in Eco mode, then, where the 7-speed automatic shifts smoothly.
Perhaps it shouldn’t be a surprise that a 190.7-inch long luxury sedan isn’t comfortable being tossed around chicanes. How does the GS serve as a luxury sedan, then? Well, the spacious interior and rich leather are nice but the ride is anything but coddling. It feels perpetually busy, failing to adequately suppress bumps and tramlining tediously on California’s concrete highways. Brandon concurred the CTS would have been a more satisfying companion on our road trip from LA to San Diego on account of the GS’ inferior ride quality. The cabin could also be more hushed – particularly from tire noise – but the sound of the V6 is delightful. The 3.5 mill has been around since 2004 but produces a class-competitive 306 hp at 6400 rpm and 277 ft-lbs of torque at 4800 rpm. The GS350 can hit 60 mph in just under 6 seconds, although the engine can feel out of puff at high altitudes such as the mountains outside of Palm Springs.
The GS350’s base price in 2014 undercut the Germans, the Lexus costing a shade under $48,000. But as with the Germans, you have to tick the boxes for option packages to add niceties like my tester’s power rear sunshade, heated and ventilated front seats, rain-sensing wipers and adaptive headlights; the F-Sport package is a further jump in price, too. Rivals with boosted four-cylinder engines, such as the CTS, offer similar performance and with superior fuel economy to boot: the GS350 manages 19/29 mpg (23 combined) on premium, while a 2014 BMW 528i with a 2.0 turbo four manages 23/33/26.
Unfortunately, my fledgling enthusiasm for the GS – and indeed, the reinvigorated Lexus brand – culminated in disappointment. The F-Sport tries to be both a luxury and sport sedan and isn’t particularly convincing as either. Toyota is trying hard to make both its brands more exciting, and I have no doubt future GS F-Sport models will be more cohesive packages. In the meantime, the GS is best purchased sans the F-Sport package. In regular trim, the GS offers an appealing blend of space, pace and grace. Unfortunately, the F-Sport package is writing checks the driving experience simply cannot cash.
Click here to read about the winner.
Related Reading:
Future CC/Driving Impressions: 2015 Lexus NX 200t – It’s About Time Lexus
Rental Car Review: 2015 Audi A4 Quattro S-Line From Silvercar.com – Finally, A Better Option
“However, the question must be asked: are the GS and CTS worth luxury car buyers’ attention? Should the Germans be worried?”
Not really no. These might be good cars but they don’t come close to the package the Germans manage to deliver.
Might be a small market, but if you want to own one of these cars rather than lease it, I’d go with the Lexus.
I’m curious what your thoughts are regarding the CTS and GS vs. A6/E/5. In what way do you believe these don’t come close? Particularly the CTS which, as you will see in part two of this comparison on Wednesday, I found to be an exceptional car.
Also, flowmotion, I see your point regarding the Lexus. German parts/maintenance costs often give me pause when I consider purchasing a German car, as well as reliability in general.
Both Cadillac and Lexus maintain separate FWD luxury and RWD performance sedans in the same price and size class. The XTS is fading with the Lacrosse cousin earning a redue with nothing similar in store for the XTS. I think the GS at Lexus will have a similar fate. Smaller sedan volumes kill off under performers and I bet the GS has never lived up to sales expectations.
I think Toyota is too invested in making Lexus a rival to the Germans to kill off the GS. The LS sells in even smaller volumes and it is living for another generation. But yes, the ES outsells the GS and is no doubt more profitable for Toyota.
Bizarrely, rumor has it the XTS will survive for a few more years despite the arrival of the CT6.
XTS is the downsized DeVille for our time and CT6 is a continuation of the sporty SeVille, and an Escalade as a de facto Fleetwood.
The XTS does a pretty good fleet business with “black car” services, especially with the demise of the Lincoln Town Car. That would be one reason to keep it i the lineup, much like the Toyota Crown Comfort in Japan.
So which came in FIRST??
Look to the title of the article: “2nd Place, 2014 Lexus GS350 F-Sport”
The first place winner article will be published on Wednesday.
Thank you William for clearing that up.
Will, thanks for sharing your experience of the GS and how it compares. Like many I assume here, I am one who has not had seat time in any GS. Your review of its driving experience is close to what I expected in that it’s mostly comfortable and mildly amusing, but in general, not a thrilling experience.
It’s a shame that Lexus does share some common interior parts with regular Toyotas. I felt very underwhelmed in the 2013 LS I rode in last year for this reason. It also tells you something about the GS’s appeal, when the 5 Series and E-Class outsell it considerably, and going by 2016 model year, are in their final model year of that body style.
A lot of cars have similar turn signal function, where a light tap only blinks 3 times. It’s designed for a quick lane change. You get used to it.
Here’s the German national anthem since 1990:
Einigkeit und Recht und Freiheit
für das deutsche Vaterland!
danach laßt uns alle streben
brüderlich mit Herz und Hand!
Einigkeit und Recht und Freiheit
sind des Glückes Unterpfand.
Blüh im Glanze dieses Glückes,
blühe, deutsches Vaterland
Here’s the full history:
https://en.wikipedia.org/wiki/Deutschlandlied
By the way, that (in)famous first sentence you mention has nothing to do with imperialism, although many would still like to think so.
It was simply about a unified Germany, no?
It goes back way further in time, quote text Wikipedia link:
Hoffmann von Fallersleben intended “Das Lied der Deutschen” to be sung to Haydn’s tune, as the first publication of the poem included the music. The first line, “Deutschland, Deutschland über alles, über alles in der Welt” (usually translated into English as “Germany, Germany above all else, above all else in the world”), was an appeal to the various German monarchs to give the creation of a united Germany a higher priority than the independence of their small states. In the third stanza, with a call for “Einigkeit und Recht und Freiheit” (unity and justice and freedom), Hoffmann expressed his desire for a united and free Germany where the rule of law, not monarchical arbitrariness, would prevail
Re the tune, “Papa” Haydn originally composed it for the Austrian Emperor:
https://en.wikipedia.org/wiki/Gott_erhalte_Franz_den_Kaiser
And several hymns use it like “Glorious Things of Thee Are Spoken.”
Thanks for providing this history. With all the stanzas, it provides flexibility during times of vastly different eras of political correctness. Found the stanza about German women, German loyalty, German wine, and German song quite interesting, time for a comeback of that stanza?
Thanks for that comment. That part of the song hasn’t been part of our anthem since the swastika flags came down and we do concern ourselves a lot with distancing ourselves from it.
+1.
Why? It has nothing to do with Nazism. Just like most of the old marches, other than the Horst Wessel Lied.
” Scorn was also leveled at the naff cruise control stalk, awkwardly positioned and cumbersome to use.”
It’s funny because I think the exact opposite. The Toyota corporate parts bin CC-controller stick that’s been on all of their cars since at least the mid 90s is just such a beautifully simple little thing. I have it in my ’96 4Runner and ’96 ES300, my fiance has it in her ’12 Camry, my parents have it in their ’09 RX350. Works great and is intuitive to use IMO.
Yep, I love that stalk too. Best cruise controls I’ve ever had. Except Toyota refused to light it. I wonder if they still don’t?
It may not be positioned well here though.
What annoys me about Toyota’s cruise-control switch is, one has to turn it on after every time one starts the car, whereas Honda’s is persistent. No lighting is needed IMHO, since one should be able to find it without taking eyes off the road.
But I credit Toyota for sharing trivial parts like these across models. They’d be foolish not to.
IMHO, two of the most hideous looking cars I’ve seen.
Will, very nice to see such a detailed write-up covering all aspects of a car in real world use.
I am admittedly a German car snob, but I don’t think this Lexus even comes close to the “Big 3” luxury brands from Deutschland. On the interior alone, I am shocked by how nasty the “Reynolds Wrap Aluminum Foil” trim looks in the pictures–was it that bad in person? But the trim is indicative to me of how this car misses the mark–just can’t figure out what it wants to be (sports sedan: fail, luxury sedan: fail) and is seemingly stabbing around to find something “unique” to offer in the category.
I actually think the real competition for the GS is right in Lexus showrooms: the ES is just about the same size, has a roomier back seat, looks similar and costs $10,000 less. For the average Lexus buyer, who couldn’t care less about rear wheel drive or handling, the ES allows them to buy into the Lexus brand at a good price, and they are happily enjoying their 21st Century Buicks.
Buick is still Buick, and Lexus ES is for the customers preferring a Buick with less Buick badges or less burgundy/navy blue colors.
The check mark LED lights under the headlights drive me most nuts with the current Lexus language, there’s a lot of well deserved ire for the grille shape but that detail is even worse IMO
I think the interior was nicer in the second gen IMO
Nice write-up on a car that is a total stranger to me. I don’t know that I’ve ever seen one of these here. Frankly, this whole class of car has become quite rare hereabouts in recent years. Folks seem to prefer prefer SUVs for their affluent-lifestyle-mobiles.
I want to know how many people buy luxury cars…who am I kidding?!, SUV’s for much anything beyond the snob appeal and comfort. I buy for comfort, presence and as much cachet as the wife will allow. 😉 People buy Es and 5s for the swagger, just like they did with Devilles and Continental’s 40 years ago. Some people will want a “banker’s hot rod” 300, but I think most want the snob appeal.
Cadillac should have concentrated more on building up their cachet and providing a full range of SUVs than making things to throw into the twisties. That’s just a niche market they need a couple offerings, at most, for.
I think the sporty Cadillac is where the resource of Pontiac ended up.