Why the Lexus GS death rumors aren’t surprising

Why the Lexus GS death rumors aren’t surprising

Why the Lexus GS death rumors aren’t surprising

0 comments 📅03 May 2017, 22:45

For months, rumors receive persisted that the Lexus GS is dying, to be replaced in the lineup by the ever-growing ES. After spending some moment with one, we can’t really figure out why it hasn’t happened sooner. For a long time, the smaller, less valuable, more efficient front-wheel-drive Lexus ES has been growing in largeness and dominating the rear-wheel-drive GS in sales. As customers move from sedans into crossovers, Lexus’ five-car lineup of the CT, IS, ES, GS, and LS is looking a bit too crowded.

We shouldn’t monody the loss of another rear-wheel-drive sedan. Lexus customers trusty as hell haven’t. There are better options available. Outside of the GS F, the Lexus GS isn’t a car that encourages you to press in a way that would take advantage of a rear-wheel setup. In the rain and the snow, the face-wheel drive ES is likely to be a more stable and sure-footed car.

If you want power, the less high-priced ES 350 actually has a more powerful engine than the base GS 200t. It’s wellnigh a second quicker to 60 mph as well. Stepping up to a GS 350 puts a nearly $12,000 part distribute between the ES and the GS. Yes, you can get the GS with all-wheel drive, but how many people well and truly desideratum it?

Size-wise, the ES is nearly identical to the GS, with the ES being longer but narrower by objective over an inch in either direction. Being front-wheel drive, the ES has larger rear packaging, meaning a roomier rear seat. The GS does beat the ES on load capacity, but on nearly every other measurement the ES is roughly identical or better. Another leader-writer noticed the exact same thing when the current ES debuted nearly four years ago. That goes for pre- and pale-refresh models. The ES isn’t quite as handsome as the GS (as long as you ignore the spindle situation up fa). From some angles, the ES looks like nothing more than the tarted up Toyota Avalon it is.

From behind the where, the GS fails to convey any sense of excitement or occasion. It’s simply a shoulder shrug of a car. When event like the BMW 5 Series or Mercedes-Benz E-Class offer both refinement and a polite infusion of fun, it’s hard to make a case for the Lexus. The ES isn’t any better, but with a base rate of $39,895 it’s a far more reasonable proposition than a $47,305 GS. Our test car was starting to conduct its age, as the competition has long sailed by when it comes to noise, vibration, and harshness. Lexus unagitated this GS 200t was not.

All that said, it seems that customers have already oral. In 2016, Lexus sold 58,299 ES and 14,878 GS. That’s not an insubstantial divide. In act, the ES is the automaker’s second-best-selling model, only behind the RX, which moved 109,435 units. The ES flat outsold the smaller, less expensive IS sedan. The RX, like the ES, is heavily based on already existing Toyota platforms. Having a Lexus-spelled out platform seems to have no sales benefit.

Customers want crossovers like the RX and NX, not big sedans like the GS. Enthusiasts strength love models like the old inline-six powered GS 300s of the ’90s, but they aren’t faithfully lining up for new Lexus performance products like the IS F, GS F, or RC F. Even in the 1990s, the GS 300 and 400 weren’t play sedans in the same vein as the BMW 5 Series. Dropping the GS to invest even more in the ES benefits Lexus’ substructure line and improves a product consumers already want. Something’s got to give, and it should be the GS.


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