Lexus GS 450h | Shed of the Week

With a hum and a whirr the 21st century finally arrives in SOTW Land as its first-ever hybrid hoves hushingly into view. The Lexus GS450h was the world’s first mass-production rear-wheel drive luxury hybrid and it received a surprisingly warm welcome from the muttering rotters. Surprising because from a dynamic perspective, everybody knew that any Lexus with a GS badge on it was going to be more of a bar room lounger than a nightclub brawler. The two-mode adaptive suspension provided plenty of grip but not much involvement. The speed-related variable-ratio steering would probably feel normal now but back in 2006 some launch reviewers thought it felt a bit weird. 

But there were big pluses, so big in fact that even Clarkson liked it. Lexus’s reputation for stonking build quality had begun around two decades earlier with the LS400, and by the time the GS450h came off the line in 2006 they’d really got the hang of it, big gloopy dollops of premium-osity having oozed down through the Lexus range. One respected UK monthly described the GS450h as ‘magnificently made’. If they’re looked after properly, any Lexus has the potential to soak up big mileages, which is handy because this particular one has done 220,000 miles. You’d never guess that by looking at it though. The vast majority of these cars are very well cared for and this one seems to be no exception. Its annual mileages through the 2010s were averaging out at 20k but the accumulation slowed down to just 4k in 2023, suggesting owner retirement or a similarly life-changing event.

The 450h went well too, the smooth 292hp 3.5 litre V6 and 197hp electric motor giving it a combined maximum output of 341hp, a 0-62 time of 5.9 seconds and a 155mph top whack. As a bonus, there was an official average fuel consumption figure of 35.8mpg. The cabin was suitably leathery. Not in an especially warm way, but again there were many compensations. The ad doesn’t tell us what model this is but Shed says that the small boot spoiler makes it an SE at least. As such it will have the multimedia and navigation package including 14-speaker Mark Levinson premium surround sound, six-disc CD autochanger, Bluetooth, parking assist monitor and voice control for the nav, audio and fully-electric air con. The brightness of the Optitron instrumentation was automatically adjusted according to the light. These are luxurious motors and the chances are that most if not all of the features will still be working.

On the downside, the 450h boot was restricted to 280 litres – not much more than half what you got in a BMW 5 Series – by the presence of the 288v nickel hydride battery pack. The electronically controlled constantly variable transmission meant a constantly invariable whine, but as you’d expect the dintrusion was nicely minimised in the GS. Engaging sequential shift mode provided six ‘steps’ to increase engine braking. 

Looking back through the test history we can see that the only fails have been for low-tread tyres, a deteriorated numberplate and a not-quite-right headlamp aim. It was given new front brake discs after the 2019 test and new rear discs after the 2021 one, along with new rear tyres. It might be difficult getting it through the next MOT if the only advisory on the last test in November can’t be sorted, but Shed is fairly confident that new wiper blades are still available for this model. 

The thing you will want to know of course is what sort of state the hybrid powertrain is likely to be in after 220,000 miles. DIY mechanics usually bemoan hybrids but GS450h electrickery is well rated by those who know about this sort of thing. They say that its two high-power inverters are foolproof, with many inputs and outputs that gracefully handle fault conditions. It’s all Greek to Shed of course. The only inverter he’s had any experience of is the one he banged up out of black powdercoated angle iron and leather straps and that is now bolted to the floor of the postmistress’s dungeon, or garage as Shed prefers to call it for security reasons. Still, he likes the use of the word foolproof in a motoring context. Over time there will be degradation in the 450h’s main traction battery and its associated ancillaries such as the battery controller, fans etc. If the main batt does die you’ll be looking at £700 to repair it or £2,000 to replace it. Shed is betting this one won’t be on its original pack. The service paperwork will tell the tale. 

Otherwise, the worst problems you’re likely to have with a Lexus like this will be in the suspension department. Replacing not so much bushes but leaky dampers can be expensive if you go down the OE route but there are much cheaper aftermarket options. Rusty exhausts likewise will be dear to fix if you ask the dealer as they’ll want to flog you the full system with cats included for over £2,000, but stainless steel aftermarket pipes can be had for nearer to £600. Brake boosters and water pumps fail but the engine and CVT box both have excellent reliability reps. 

Although we’ve been justifiably singing Lexus’s praises here, it’s true that they never quite managed to iron out every last cabin rattle. These could plague the lives of those who, perhaps unreasonably, were expecting perfection from their GS. Even the gen-four that succeeded this gen-three S190 suffered with clunks and creaks from the dash or from the trim panels when you pushed them. Shed’s solution to that is not to push the trim panels and to crank up the Levinson until the noises you don’t want to hear go away. 

A 450h SE was nearly £44k when it was new in 2006. Shed reckons this one is an absolute steal at £1,488, or £1,487.99 actually as there’s a penny in the cubby next to the gearstick.