Lexus

Launched Lexus brand. 4.0L 1UZ-FE V8 with 250hp. 5030mm length. Four-speed automatic. Weight 1815kg. 0-60 mph in 8.5 seconds. Quietest cabin in segment. Legendary reliability. Air suspension optional. Wood and leather interior. Power rear seats. Nakamichi audio. Exceeded Mercedes S-Class in quality surveys. Revolutionary for Japanese luxury.

4.0L V8 with 260hp. Later 4.0L VVT-i with 290hp. 5025mm length. Five-speed automatic. Weight 1820kg. 0-60 mph in 7.5 seconds (VVT-i). Improved chassis rigidity. Nakamichi premium audio. GPS navigation introduced. Memory seats. Rain-sensing wipers. Adaptive cruise control. Very smooth and quiet.

4.3L 3UZ-FE V8 with 290hp. LS 430 nomenclature. 5025mm length. Six-speed automatic with sequential. Weight 1835kg. 0-60 mph in 6.7 seconds. Mark Levinson audio. Air suspension. Dynamic radar cruise control. Pre-collision system. Night vision. Massage seats. Self-parking system. Ultra-luxury focus.

LS 460 with 4.6L 1UR-FSE V8 380hp. LS 600h hybrid with 5.0L V8 438hp combined. AWD available. 5030mm length. Eight-speed automatic. Weight 2320kg (600h). 0-60 mph in 5.4 seconds (600h). First V8 hybrid. Air suspension. Four-zone climate. Executive rear seats. Advanced Pre-Collision System. Night view assist. Mark Levinson reference audio.

3.5L twin-turbo V6 with 416hp. LS 500h hybrid with 354hp combined. Rear-wheel or AWD. 5235mm length. Ten-speed automatic. Weight 2235kg. 0-60 mph in 4.6 seconds (500). TNGA Global Architecture. Adaptive variable suspension. 24-way power seats. Kiriko glass interior. 23-speaker Mark Levinson. Lexus Safety System+. Flagship luxury redefined.

IS 300 with 2JZ-GE inline-six 215hp. Altezza in Japan. 4400mm length. Five-speed automatic or manual. Weight 1490kg. 0-60 mph in 7.3 seconds. SportCross wagon variant. Rear-wheel drive. Torsen limited slip differential. Sport-tuned suspension. Leather and Alcantara interior. Nakamichi premium audio. Driver-focused positioning.

IS 250 with 2.5L V6 204hp. IS 350 with 3.5L V6 306hp. IS F with 5.0L V8 416hp. 4575mm length. Six-speed automatic or manual. Weight 1719kg (F). 0-60 mph in 4.6 seconds (F). Eight-speed SPDS transmission IS F. Torque vectoring differential IS F. Mark Levinson audio. Convertible variant. Very engaging to drive.

IS 300 with 2.0L turbo 241hp. IS 350 with 3.5L V6 311hp. IS 500 F Sport with 5.0L V8 472hp. AWD available. 4710mm length. Eight-speed automatic. Weight 1765kg (500). 0-60 mph in 4.4 seconds (500). Spindle grille design. Adaptive variable suspension. F Sport package. LFA-inspired gauges. Lexus Safety System+ standard. Mark Levinson 17-speaker.

GS 300 with 3.0L inline-six 220hp. 4795mm length. Four-speed automatic. Weight 1700kg. 0-60 mph in 7.8 seconds. Rear-wheel drive. Sport-tuned suspension. Premium leather interior. Six-disc CD changer. Memory seats. Driver-oriented cockpit. More sporting than LS.

GS 300 with 3.0L 2JZ-GE 220hp. GS 400/430 with 4.3L V8 300hp. 4800mm length. Five-speed automatic. Weight 1725kg (430). 0-60 mph in 6.3 seconds (430). Variable valve timing V8. Mark Levinson audio. Air suspension optional. GPS navigation. Improved chassis rigidity. Very reliable drivetrain.

GS 350 with 3.5L V6 303hp. GS 450h hybrid with 340hp combined. GS 460 with 4.6L V8 342hp. 4850mm length. Six-speed automatic. Weight 1900kg (450h). 0-60 mph in 5.2 seconds (450h). First rear-drive Lexus hybrid. Eight-speed transmission 460. Mark Levinson surround sound. Pre-collision system. Adaptive cruise control.

GS 350 with 3.5L V6 311hp. GS 450h hybrid with 338hp. GS F with 5.0L V8 467hp. 4880mm length. Eight-speed automatic. Weight 1830kg (F). 0-60 mph in 4.5 seconds (F). Spindle grille debut. Torque vectoring differential GS F. Adaptive variable suspension. LFA-inspired gauges. Mark Levinson 17-speaker. Production ended 2020.

RX 300 with 3.0L V6 220hp. Created luxury crossover segment. 4575mm length. Four-speed automatic. Weight 1755kg. 0-60 mph in 8.0 seconds. AWD available. Car-like ride quality. Leather interior. Mark Levinson audio. Rain-sensing wipers. Based on Camry platform. Very successful concept.

RX 330 with 3.3L V6 230hp. RX 350 with 3.5L V6 270hp. RX 400h hybrid with 268hp combined. 4740mm length. Five-speed automatic. Weight 2065kg (400h). 0-60 mph in 7.3 seconds (400h). First luxury hybrid SUV. Mark Levinson audio. Smart access. Power rear gate. Rain-sensing wipers. Improved cargo space.

RX 350 with 3.5L V6 270hp then 275hp. RX 450h hybrid with 295hp combined. 4770mm length. Six-speed automatic. Weight 2180kg (450h). 0-60 mph in 7.4 seconds (450h). Remote touch controller. Mark Levinson 15-speaker. Wide-view front monitor. Blind spot monitor. Spindle grille facelift 2012. Very refined ride.

RX 350 with 3.5L V6 295hp. RX 450h hybrid with 308hp. RX 350L and 450hL three-row variants. AWD standard most. 4890mm length. Eight-speed automatic. Weight 2120kg (450h). 0-60 mph in 7.7 seconds (450h). Lexus Safety System+. Mark Levinson 15-speaker. Head-up display. Panoramic view monitor. Adaptive variable suspension F Sport.

RX 350 with 2.4L turbo 275hp. RX 500h F Sport Performance hybrid 366hp. RX 450h+ plug-in hybrid 304hp. 4890mm length. Eight-speed automatic or Direct Shift-CVT. Weight 2185kg (500h). 0-60 mph in 5.9 seconds (500h). TNGA-K platform. 14-inch touchscreen. Lexus Interface. Cloud-based navigation. Advanced safety features. Direct4 AWD system.

LC 500 with 5.0L 2UR-GSE V8 471hp. LC 500h hybrid with 354hp combined. GA-L platform. 4770mm length. Ten-speed automatic or Multistage hybrid transmission. Weight 1980kg (500). 0-60 mph in 4.4 seconds (500). Stunning design from concept. Alcantara and leather interior. Mark Levinson 13-speaker. Adaptive variable suspension. Limited slip differential. Convertible 2020. Very grand touring character.

4.8L 1LR-GUE V10 with 552hp at 8700rpm. Co-developed with Yamaha. 4505mm length. Six-speed automated sequential gearbox. Weight 1480kg. 0-60 mph in 3.6 seconds. Top speed 202 mph. Carbon fiber reinforced polymer body. 65% carbon fiber, 35% aluminum. Nürburgring Package 562hp. Only 500 units produced. Engine revs to 9000rpm in 0.6 seconds. Mark Levinson 12-speaker. Titanium valves. Each engine hand-assembled. Ten years of development.

ES 250 with 2.5L V6 156hp. Based on Toyota Camry. 4680mm length. Four-speed automatic. Weight 1390kg. 0-60 mph in 9.5 seconds. Front-wheel drive. Premium leather. Power sunroof. Cruise control. Entry-level Lexus. Very comfortable ride.

ES 300 with 3.0L V6 185hp. 4780mm length. Four-speed automatic. Weight 1495kg. 0-60 mph in 8.2 seconds. Improved refinement. Premium audio. Power seats. Wood trim. Very quiet cabin. Reliable drivetrain.

ES 300 with 3.0L V6 200hp then 210hp. 4855mm length. Four-speed then five-speed automatic. Weight 1540kg. 0-60 mph in 7.5 seconds. Improved chassis. Mark Levinson audio option. Navigation system. Rain-sensing wipers. Very smooth drivetrain.

ES 300 then ES 330 with 3.3L V6 225hp. 4850mm length. Five-speed automatic. Weight 1575kg. 0-60 mph in 7.2 seconds. Mark Levinson 14-speaker. Smart access. Power rear sunshade. Laser adaptive cruise. Bluetooth integration.

ES 350 with 3.5L 2GR-FE V6 272hp. 4875mm length. Six-speed automatic. Weight 1630kg. 0-60 mph in 6.8 seconds. Mark Levinson 14-speaker. Pre-collision system. Radar cruise control. Push-button start. Improved dynamics while maintaining comfort.

ES 350 with 3.5L V6 268hp. ES 300h hybrid with 200hp combined. 4895mm length. Six-speed automatic. Weight 1700kg (300h). 0-60 mph in 8.1 seconds (300h). Spindle grille. Mark Levinson audio. Enform app suite. Blind spot monitor. Pre-collision system. Very fuel efficient hybrid.

ES 350 with 3.5L V6 302hp. ES 300h hybrid with 215hp combined. ES 350 F Sport. TNGA-K platform. 4975mm length. Eight-speed automatic. Weight 1715kg (F Sport). 0-60 mph in 6.6 seconds (350). 12.3-inch screen. Apple CarPlay. Lexus Safety System+ 2.0. Mark Levinson 17-speaker. Adaptive variable suspension F Sport. More dynamic than previous generations.

NX 200t with 2.0L turbo 235hp. NX 300h hybrid with 194hp combined. NX 300 renamed from 200t. AWD available. 4630mm length. Six-speed automatic. Weight 1960kg (300h). 0-60 mph in 7.0 seconds (300). Spindle grille bold. Mark Levinson 14-speaker. Remote touch interface. Lexus Safety System+. Blind spot monitor. F Sport package.

NX 350 with 2.4L turbo 275hp. NX 350h hybrid with 239hp. NX 450h+ plug-in hybrid with 302hp. TNGA-K platform. 4660mm length. Eight-speed automatic. Weight 2030kg (450h+). 0-60 mph in 5.9 seconds (450h+). 14-inch touchscreen. Lexus Interface. Cloud-based navigation. 36-mile EV range 450h+. Lexus Safety System+ 3.0. Mark Levinson 17-speaker. Digital key.

The revolutionary aluminum V8 that launched Lexus and immediately established new benchmarks for refinement. This 3,969cc 90° V8 featured dual overhead cams with four valves per cylinder and a 60° bank angle that provided perfect primary balance. The valve train used belt-driven camshafts with hydraulic lash adjusters and bucket followers, while the crankshaft was a forged unit running in five main bearings with a torsional damper. The intake system used an acoustic-controlled induction system (ACIS) with variable-length runners, while the exhaust featured equal-length tubular headers. With 10.0:1 compression and a 6,600 RPM redline, it produced 250 hp at 5,600 RPM and 260 lb-ft at 4,400 RPM. The cooling system used a dual-pass radiator with viscous fan clutch, while the oiling system employed a gear-type pump with oil-to-water cooler. This engine's incredible silence—achieved through extensive noise optimization including a one-piece structural cast oil pan—made the LS400 an immediate threat to established German luxury sedans.

The legendary twin-turbocharged inline-six that powered the Supra and established Toyota's performance credentials. This 2,997cc DOHC inline-six featured an iron block with aluminum head and sequential twin turbochargers. The valve train used belt-driven dual overhead camshafts with hydraulic lash adjusters, while the crankshaft was a forged unit running in seven main bearings. The intake system used sequential twin turbochargers (CT12A) with an air-to-air intercooler, while the exhaust featured a cast-iron manifold feeding the primary turbo. With 8.5:1 compression and a 7,000 RPM redline, it produced 276 hp at 5,600 RPM and 318 lb-ft at 4,000 RPM. The cooling system used a front-mounted intercooler and oil cooler, while the oiling system employed a gear-type pump with oil squirters for piston cooling. This engine's massively overbuilt bottom end—capable of handling over 1,000 hp with minimal modifications—became legendary in the tuning world and demonstrated that Toyota could build world-class performance engines.

The enlarged V8 that brought increased power and refinement to second-generation Lexus flagships. This 4,293cc 90° V8 maintained the same basic architecture as the 1UZ-FE but with increased stroke and numerous refinements. The valve train used belt-driven camshafts with VVT-i on the intake camshafts, while the crankshaft was a forged unit running in five main bearings. The intake system used dual-stage ACIS with electronic throttle control, while the exhaust featured equal-length headers with dual converters. With 10.5:1 compression and a 6,500 RPM redline, it produced 290 hp at 5,600 RPM and 320 lb-ft at 3,400 RPM. The cooling system used an improved dual-pass radiator with electric fans, while the oiling system employed a variable-displacement vane pump. This engine demonstrated Lexus's continuous improvement philosophy, offering more power and refinement while maintaining the legendary reliability of its predecessor.

The sophisticated direct-injection V6 that became Lexus's volume powerplant. This 3,456cc 60° V6 featured Toyota's D-4S direct and port injection system with dual VVT-i on both intake and exhaust camshafts. The valve train used chain-driven dual overhead camshafts with roller rockers, while the crankshaft was a forged unit running in four main bearings. The intake system used dual injection systems (direct and port) with variable-length intake manifold, while the exhaust featured equal-length headers. With 11.8:1 compression and a 6,800 RPM redline, it produced 306 hp at 6,400 RPM and 277 lb-ft at 4,800 RPM. The cooling system used a dual-pass radiator with electric fans, while the oiling system employed a variable-displacement vane pump. This engine's combination of direct injection efficiency, high compression ratio, and dual VVT-i made it one of the most advanced naturally aspirated V6 engines of its era.

The smaller-displacement V6 that brought D-4S technology to mid-range Lexus models. This 2,995cc 60° V6 featured the same D-4S direct and port injection system as the 2GR but with a smaller bore and stroke. The valve train used chain-driven dual overhead camshafts with roller rockers, while the crankshaft was a forged unit running in four main bearings. The intake system used dual injection systems with variable-length intake manifold, while the exhaust featured equal-length headers. With 11.5:1 compression and a 6,400 RPM redline, it produced 250 hp at 6,200 RPM and 230 lb-ft at 3,600 RPM. The cooling system used a compact front-mounted radiator with electric fan, while the oiling system employed a variable-displacement vane pump. This engine demonstrated that Lexus could deliver sophisticated technology across its entire model range, not just in flagship applications.

The all-aluminum V8 that introduced dual VVT-i and Atkinson cycle operation to Lexus flagships. This 4,608cc 90° V8 featured aluminum block and heads with dual VVT-i and could operate on the Atkinson cycle at light loads. The valve train used chain-driven dual overhead camshafts with roller rockers, while the crankshaft was a forged unit running in five main bearings. The intake system used acoustic control induction with electronic throttle, while the exhaust featured equal-length headers with close-coupled catalysts. With 10.8:1 compression and a 6,400 RPM redline, it produced 342 hp at 6,400 RPM and 339 lb-ft at 4,100 RPM. The cooling system used a dual-pass radiator with electric fans, while the oiling system employed a variable-displacement vane pump. This engine's ability to switch between Otto and Atkinson cycles represented a significant step forward in balancing performance with efficiency in a luxury V8.

The technological tour de force that combined direct injection with hybrid power in the LS 600h L. This 4,969cc 90° V8 featured Toyota's D-4S direct and port injection system with dual VVT-i and Atkinson cycle operation. The valve train used chain-driven dual overhead camshafts with roller rockers, while the crankshaft was a forged unit running in five main bearings. The intake system used dual injection systems with variable-length intake manifold, while the exhaust featured equal-length headers. With 11.8:1 compression and a 6,400 RPM redline, it produced 389 hp at 6,400 RPM and 385 lb-ft at 4,000 RPM. When combined with the hybrid system's electric motors, total system output reached 438 hp. The cooling system used a triple-circuit design with separate cooling for engine, power electronics, and battery, while the oiling system employed a variable-displacement vane pump. This engine represented the pinnacle of Lexus's naturally aspirated V8 development before the shift to turbocharging.

The high-performance variant that powered Lexus's F models and established their performance credentials. This 4,969cc 90° V8 featured the same basic architecture as the hybrid V8 but with extensive modifications for performance application. The valve train used chain-driven dual overhead camshasts with racing-inspired valve springs and titanium intake valves, while the crankshaft was a forged unit with eight counterweights. The intake system used individual throttle bodies for each cylinder with velocity stacks, while the exhaust featured equal-length headers with dual-mode mufflers. With 11.8:1 compression and a 7,300 RPM redline, it produced 467 hp at 7,100 RPM and 389 lb-ft at 4,800 RPM. The cooling system used a triple-radiator setup with oil coolers for engine and transmission, while the oiling system employed a dual-stage pump with oil squirters. This engine's high-revving character, individual throttle bodies, and racing-inspired components demonstrated that Lexus could build world-class performance engines when required.

Lexus's first turbocharged engine, representing the brand's shift toward forced induction for efficiency. This 1,998cc DOHC inline-four featured a twin-scroll turbocharger with both direct and port injection (D-4ST). The valve train used chain-driven dual overhead camshafts with VVT-iW on the intake and VVT-i on the exhaust, while the crankshaft was a forged unit running in five main bearings. The intake system used a twin-scroll turbocharger with air-to-air intercooler, while the exhaust featured an integrated manifold. With 10.0:1 compression and a 5,800 RPM redline, it produced 235 hp at 4,800 RPM and 258 lb-ft at 1,650 RPM. The cooling system used a dual-circuit design with separate cooling for cylinder head and turbocharger, while the oiling system employed a variable-displacement vane pump. This engine's combination of twin-scroll turbocharging, water-cooled bearing housing, and dual injection systems demonstrated Lexus's meticulous approach to forced induction.

The updated V6 featuring Toyota's D-4S technology with both port and direct injection. This 3,456cc 60° V6 featured the latest evolution of Toyota's V6 architecture with VVT-iW on the intake and VVT-i on the exhaust. The valve train used chain-driven dual overhead camshafts with roller rockers, while the crankshaft was a forged unit running in four main bearings. The intake system used D-4S dual injection with variable-length intake manifold, while the exhaust featured equal-length headers. With 11.8:1 compression and a 6,600 RPM redline, it produced 311 hp at 6,600 RPM and 280 lb-ft at 4,700 RPM. The cooling system used a dual-pass radiator with electric fans, while the oiling system employed a variable-displacement vane pump. This engine's combination of advanced valve timing, dual injection systems, and high compression ratio made it one of the most efficient and powerful naturally aspirated V6 engines in production.

The revolutionary twin-turbo V6 that powers current Lexus flagships and represents the future of Lexus performance. This 3,445cc 60° V6 features twin turbochargers with both direct and port injection (D-4ST) and Atkinson/Otto cycle switching. The valve train uses chain-driven dual overhead camshafts with VVT-iW on the intake and VVT-i on the exhaust, while the crankshaft is a forged unit running in four main bearings. The intake system uses twin turbochargers with air-to-water intercoolers, while the exhaust features an integrated manifold. With 11.8:1 compression and a 6,600 RPM redline, it produces 409 hp at 5,200 RPM and 442 lb-ft at 2,000 RPM. The cooling system uses a triple-circuit design with separate cooling for engine, turbos, and intercoolers, while the oiling system employs a variable-displacement vane pump. This engine's combination of twin-turbo power, Atkinson cycle efficiency, and Lexus refinement represents the current state-of-the-art in luxury powertrains.

The high-efficiency four-cylinder that powers Lexus's latest hybrid models and represents Toyota's Dynamic Force engine technology. This 2,487cc DOHC inline-four features high-speed combustion technology with both direct and port injection. The valve train uses chain-driven dual overhead camshafts with VVT-iE on the intake and VVT-i on the exhaust, while the crankshaft is a forged unit running in five main bearings. The intake system uses variable-length intake manifold with laser-clad valve seats, while the exhaust features an integrated manifold. With 14.0:1 compression and a 6,600 RPM redline, it produces 205 hp at 6,600 RPM and 185 lb-ft at 5,000 RPM. When combined with Lexus's hybrid system, total output reaches 215 hp. The cooling system uses a dual-circuit design with exhaust gas recirculation cooling, while the oiling system employs a variable-displacement vane pump. This engine achieves 41% thermal efficiency—among the highest of any mass-production engine—through extensive friction reduction and optimized combustion.

The first V6 engine used by Lexus, powering early ES 250 models and establishing the brand's six-cylinder refinement. This 2,498cc 60° V6 featured an iron block with aluminum heads and dual overhead camshafts. The valve train used belt-driven dual overhead camshafts with hydraulic lash adjusters, while the crankshaft was a cast unit running in four main bearings. The intake system used a variable-length intake manifold with acoustic control, while the exhaust featured cast-iron manifolds. With 9.6:1 compression and a 6,200 RPM redline, it produced 156 hp at 5,600 RPM and 160 lb-ft at 4,400 RPM. The cooling system used a front-mounted radiator with viscous fan, while the oiling system employed a gear-type pump. Though modest in power output, this engine's smoothness and refinement helped establish Lexus's reputation for superior NVH characteristics compared to European competitors.

The robust and quick-shifting 8-speed automatic transmission developed for Lexus's high-performance F models and flagship LC 500 coupe. This transmission features a wide-ratio gearset and a torque converter with a multi-plate lock-up clutch that engages early for direct feel and improved efficiency. In the IS-F, it was one of the first automatics to feature aggressive downshift rev-matching, producing a satisfying blip on the throttle. Later iterations in the GS-F, RC-F, and LC 500 feature even faster shift times (under 0.2 seconds) and a more intelligent control system with four drive modes (Eco, Normal, Sport S, Sport S+) that radically alter shift mapping and firmness. It also includes a Manual mode that holds gears to the redline and will not automatically upshift, giving the driver full control. Its combination of smooth daily driving manners and sharp, responsive performance under duress is a hallmark of the F brand.

The smooth and widely-used 6-speed automatic that served as the backbone of Lexus's lineup throughout the 2000s and early 2010s. Renowned for its near-imperceptible shift quality and exceptional reliability, this transmission perfectly embodied the Lexus ethos of silent, seamless power delivery. It featured sophisticated electronic controls with artificial intelligence (AI-Shift) that learned driver habits and adapted shift patterns accordingly. The torque converter employed a flex lock-up damper to reduce vibration and allow for earlier lock-up engagement, improving fuel economy without compromising smoothness. Its robust design and buttery operation were key factors in building Lexus's reputation for bulletproof reliability and superior refinement.

Lexus's advanced take on the CVT, designed to combine the fuel efficiency of a conventional CVT with the direct response of a geared automatic. The key innovation is the incorporation of a physical launch gear. From a standstill up to about 25 mph, the transmission uses this dedicated first gear, providing immediate and direct acceleration that eliminates the 'rubber band' feel associated with CVTs. Once underway, it seamlessly transitions to the steel chain and pulley system for infinite ratios. The control software also simulates stepped shifts under acceleration for a more natural feel. This transmission is exceptionally smooth and quiet, prioritizing fuel economy and comfort while offering a more responsive low-speed character than any other CVT on the market.

A revolutionary hybrid transmission that goes beyond the standard Toyota/Lexus Hybrid Synergy Drive. The Multi-Stage Hybrid System in the LS and LC combines a traditional planetary gearset eCVT with a 4-speed automatic transmission mounted in series. This creates the effect of a 10-speed automatic, with defined, simulated shift points that provide a more familiar and engaging driving rhythm compared to the single, high-RPM drone of a standard eCVT under hard acceleration. The system allows the gasoline engine to operate at optimal RPM for power or efficiency, regardless of vehicle speed. It delivers the signature smooth, silent electric launch and low-speed operation of a hybrid, but with the responsive, stepped-gear feel of a conventional luxury car during spirited driving, bridging the gap between ultimate efficiency and emotional performance.

A heavy-duty, longitudinally-mounted 10-speed automatic developed in partnership with Aisin and used in the flagship LX 600 and other TNGA-F platform vehicles. This transmission is engineered for immense torque capacity, smooth towing, and both on and off-road performance. It features a wide-ratio gearset with a very low first gear for crawling and a tall overdrive tenth gear for highway efficiency. The shift logic is fully integrated with the vehicle's Multi-Terrain Select system, altering shift points and firmness for conditions like Mud & Sand, Rock, and Dirt. The Direct Shift name refers to its precise and quick shift feel, a significant step forward in refinement for a body-on-frame SUV transmission. It is a key component in the LX's dual personality as both a luxury limousine and a capable overlander.

The modern, transversely-mounted 8-speed automatic used across Lexus's core SUV and sedan lineup. This transmission prioritizes smoothness, quick response, and fuel efficiency. It features a wide gear spread and a torque converter with a larger lock-up damper for reduced vibration. The control system is highly adaptive and works in concert with the Drive Mode Select (Normal, Eco, Sport S), significantly altering throttle response and shift character. In Sport S mode, it holds gears longer, provides more aggressive downshifts, and enables faster, firmer upshifts. Its compact and lightweight design makes it ideal for front-wheel-drive based platforms, delivering the quiet, refined, and effortless performance that is synonymous with the Lexus brand.