The Short Lived Performance Car That Deserved Better
BMW M-Cars wrote the rulebook for the performance sedan. Audi has long been a formidable presence in the segment, and Mercedes perfected the “German muscle car” with their V8-powered AMGs, but credible non-German challengers have always been rare. What makes the landscape even more challenging is that the market has been shifting decisively away from traditional performance vehicles. Sports cars are few and far between, coupes that are not dedicated sports cars are nearly extinct, and SUVs and crossovers have become the default choice for most buyers. The SUV craze began in the late 1990s and early 2000s, with pioneers like the Toyota RAV4 and Honda CR-V anchoring the economy end of the spectrum, while the Mercedes-Benz ML and the Lexus RX300 effectively invented the modern luxury crossover class.
With crossovers now the industry standard, performance cars have had to evolve in tandem. You can’t build a performance variant of a vehicle you no longer sell — and since automakers are moving crossovers the way McDonald’s moves burgers and fries, while sedans are quietly fading like Circuit City and RadioShack, it only makes sense that the ranks of performance sedans and coupes have thinned considerably. There is nothing inherently wrong with something like the X5M, but performance sedans have always held a special appeal for enthusiasts that no SUV has quite managed to replicate. Thankfully, there are still some fantastic performance sedans on the market — but there is one in particular that deserved to stick around a little longer.
Beating The Germans At Their Own Game Is Almost Impossible
The muscle car is American, the exotic sports car Italian, and the performance saloon German. Obviously, this is a generalization, but such widely held perceptions of certain market segments have a real impact on how consumers shop. A common critique levied at something like the Genesis G90 is that it isn’t quite up to the standard of the S-Class. That isn’t entirely untrue, but buyers often begin their evaluation of a Genesis, Acura, Cadillac, or Lexus by assuming it could never surpass a “proper” German luxury sedan. While American, Japanese, and Korean automakers have all built exceptional luxury and performance sedans, overcoming those deeply ingrained perceptions remains an uphill battle.
Much like General Motors and John DeLorean inventing the muscle car in 1964, BMW ostensibly invented the modern sports sedan in 1984 with the introduction of the E28 M5. The first-ever M5 was powered by a 3.5L I6 that produced 256 horsepower in the North American market. The iconic E30 M3 arrived just two years later, and two years after that the second-generation M5, the E34, upped displacement to 3.6L (3.8L post-facelift in Europe) and pushed output past 300 horsepower. And if the E34 didn’t cement the M5 legacy, the legendary 4.9L V8-powered E39 most certainly did.
Mercedes followed suit in 1993 with the first production AMG, the C36. In the years that followed, some incredible cars continued the lineage — the C36 gave way to the V8-powered C43, C55, and C63. The E39 was succeeded by the 5.0L V10-powered E60, and Audi was busy fitting V8s and V10s into its S and RS cars throughout the 2000s. Just as the Mustang defined the pony car, these German sports sedans defined their segment, making it that much harder for outside competitors to carve out a lasting place.
The Americans Currently Have The Best Performance Sedans On The Market
Find a car enthusiast and ask them which sports sedan on the current market would be their pick. If you ask me? I’ll take a Cadillac CT5-V Blackwing, thank you very much. And it’s not just because you get a 6.2L supercharged V8 producing 650 horsepower — borrowed from the C7 Z06 — paired with the brilliant MagneRide suspension. No, despite my great appreciation for many automatics, I simply prefer a manual transmission. I’m certainly not in the minority, and aside from the M3, Cadillac is the only other game in town when it comes to rowing your own gears in a four-door sedan. No manual has been offered in the M5 since the F10 generation, and no manual has appeared in an Audi sports sedan since the B8.5 S4 — or the B7 RS4 if you want the full-fat performance model. Cadillac, meanwhile, offers both the CT4-V and CT5-V Blackwing with 6-speed manuals.
The CT5-V Blackwing is the spiritual heir to the original V-car, the CTS-V. When it arrived in 2004 with the 405-horsepower LS6 V8 borrowed from the C5 Corvette Z06, it was the last thing anyone expected from Cadillac. At the time, the brand was riding high on the second-generation Escalade and still selling the DeVille and Seville. There was already plenty of surprise in 2003 when the CTS 3.6L became the first Cadillac offered with a manual transmission since the 1988 Cimarron — nobody was expecting the original CTS-V on top of that, let alone a second generation that paired a manual transmission with 556 supercharged horsepower from the LSA V8. We’re quite lucky the CT4-V and CT5-V Blackwing models have carried that torch, because the Pontiac GXP and Chevy SS came and went faster than the Honda Prologue.
A Niche Market Segment, Especially Today
The Cadillac offerings have been among the absolute best in this segment for the better part of two decades. The CTS-V and ATS-V — and their successors, the CT4-V and CT5-V Blackwing — are arguably even better than their respective M5 and M3 counterparts, proving that American brands have a legitimate claim in this space. Japanese and Korean brands have made attempts, but have struggled to establish a long-term foothold. Aside from Lexus, Infiniti and Genesis are the only two of the bunch to have offered a V8, but the M56/Q70 5.6L and G80 5.0L fall well short of true sports sedan status. The Kia Stinger GT2, Genesis G70 3.3T, Infiniti Q50 Red Sport, and Acura TLX Type S are all fantastic cars, but they compete more directly with cars like the S4, M340i, C43 AMG, and the CT4-V (non-Blackwing) than with M Division, AMG, or Blackwing at the top. Lexus is really the only one of the bunch to have genuinely gone after BMW — first with the IS-F, and then with one of the all-time great performance sedans.
The Lexus GS-F Is A V8 Powered M5 Fighter
The GS-F was based on the fourth-generation Lexus GS, introduced in 2011. Unlike the previous generation of GS, which offered V8 trims such as the GS 400, 430, and 460, the final iteration of the Lexus GS was V6-only. It was an excellent V6 — the 3.5L 2GR-FE/FKS — but it didn’t quite pack the punch of the V8 cars. That’s fine, though, because for the final generation Lexus saved the V8 for something more special: the GS-F. While the previous V8 trims were essentially engine upgrades, the GS-F was a proper sports sedan. It was Lexus’s second entry into that market, following the 2008–2014 IS-F. It used the same 8-speed automatic and 5.0L V8 as the IS-F, but produced 51 more horsepower than its predecessor.
And as noted, the GS-F is far more than just an engine. Starting in 2017, models received adaptive variable suspension (AVS), which allows the car to adjust the dampers independently across 30 different settings based on driver input, selected mode, and real-time sensor data. All GS-F models also received a torque-vectoring differential that can be set to standard, slalom, or track mode. This is not to be confused with brake torque vectoring, as found on a Fiesta ST — this is a proper mechanical trick diff that automotive journalists consistently praised for allowing this large sedan to rotate through corners like a much smaller machine. The GS-F was also fitted with Brembo 6-piston front and 4-piston rear brakes, giving the driver genuine confidence when scrubbing off speed.
The GS-F Deserved A Successor
|
Engine |
Output |
Transmission |
Drivetrain |
0–60 MPH |
Top Speed |
|
5.0-liter naturally aspirated DOHC V8 (2UR-GSE) |
467 hp / 389 lb-ft |
8-speed automatic |
RWD |
4.4 sec |
168 mph (electronically limited) |
The GS-F shares the same wonderful powertrain as the IS-F and RC-F, using the same Aisin AA80E 8-speed automatic — though the GS-F has a shorter final drive ratio than the IS-F and RC-F — and the 2UR-GSE 5.0L V8. Which is to say, it works. The AA80E, which debuted in the 2007 LS 460 as the world’s first production 8-speed automatic, has earned an excellent long-term reputation. It most recently appeared in the IS 500 F Sport Performance, which shares the same mechanical core as the proper F models. Both the 2UR-GSE and the Aisin 8-speed are genuinely reliable units. In fact, the entire car is, which is why these have held 60%–70% of their value since new. According to classic.com and comparable sales from major auction sites, the GS-F is currently valued at nearly double that of an equivalent M5 from the same era, despite the performance gap.
It’s true that contemporary rivals — the aforementioned M5, CTS-V, E63, and RS7 — all made more power and could outpace the GS-F’s already brisk 4.4-second sprint to 60 mph. That was a legitimate critique when the car was new, but 467 horsepower and 389 lb-ft of torque are not small numbers. We’ve been desensitized to power figures that include a comma, but a 193-inch, 4,100-pound sedan reaching 60 mph in the same time as a 981 Cayman S is genuinely impressive. And besides — are you really taking this to the track? Are you racing for pinks? The GS-F may not have been the outright performance king of its era, but given its reliability and its glorious engine note, it deserved another chance. It only lasted five model years, after all.
Sadly, though it’s possible Toyota could one day fit the 4.0L twin-turbo V8 from the GR GT3 into a new Lexus sports sedan, the sedan market may not survive long enough for that to happen. Lexus currently only offers the front-wheel-drive ES in the sedan segment. Thankfully, the GS-F appears reliable enough to last for decades — just don’t expect prices to fall; the market has already figured out how special these cars are. It’s just a shame there won’t be another.
Buying The Lexus GS F Today
Luxury performance sedans are notorious for shedding value once they leave the showroom. The Lexus GS F hasn’t escaped depreciation entirely, but it has aged far more gracefully on the used market than its German rivals. With an original MSRP ranging from about $84,440 for 2016 models to more than $90,000 for a well-optioned 2020 example, the GS F has become more attainable over time, yet it remains remarkably resistant to the steep value drops that typically define this segment.
Today, early 2016–2017 cars typically trade anywhere from the high-$30,000s to around $50,000, depending on mileage and condition, while facelifted 2018–2020 examples — which received updated styling and additional standard technology — regularly command well over $50,000. Exceptional low-mileage cars can fetch considerably more, as demonstrated by a 20,000-mile 2020 GS F that sold for $73,500 on Bring a Trailer in early 2025.
Meanwhile, buyers can still pick up an F10 BMW M5 for less than $30,000, and even the rare S212 Mercedes-Benz E 63 AMG often changes hands for under $40,000. The contrast highlights just how well the GS F has protected its value. Lexus’ hard-earned reputation for reliability is undoubtedly part of the equation, but it’s far from the only reason.
Why Collectors Are Finally Giving The GS F The Respect It Deserves
Lexus’ reputation for bulletproof reliability is certainly part of the reason the GS F has depreciated far less than its European rivals, but it’s far from the whole story. There are other reasons, starting with sheer rarity. The collector market tends to reward cars that combine genuine performance with genuine scarcity, and the Lexus GS F checks both boxes. While BMW and Mercedes-AMG built their M5 and E63 in far greater numbers, Lexus produced roughly 4,823 GS Fs worldwide during the model’s five-year run, with only about 2,347 examples reaching U.S. buyers. Special editions and uncommon specifications only amplify that exclusivity — the 2019 10th Anniversary Edition was capped at 100 U.S. cars, while rare finishes such as Flare Yellow and Molten Pearl have become especially sought-after among enthusiasts.
Just as important is what’s under the hood. The GS F’s 5.0-liter 2UR-GSE V8 belongs to a rapidly shrinking breed of naturally aspirated performance engines, particularly in the sports sedan world. It rewards drivers with immediate throttle response, a broad and predictable power curve, a 7,300-rpm redline, and an exhaust note that no turbocharged engine can quite replicate. Those qualities are even more compelling today, given that there is no naturally aspirated V8 sports sedan currently on sale.
Why Lexus Never Built Another GS F
After spending so much time praising the GS F, it’s fair to ask why Lexus discontinued it after the 2020 model year. The answer has less to do with the GS F itself and more to do with the fate of the GS sedan it was built upon. By the end of its run, the GS had become financially unsustainable. Lexus sold just 3,378 GSs in the U.S. during 2019, accounting for only 4% of the brand’s passenger-car sales and less than 1% of the midsize luxury sedan segment.
The GS was also squeezed from both sides. Buyers seeking comfort overwhelmingly chose the less expensive ES, while those wanting practicality flocked to the RX, which routinely sold well into six figures annually. With engineering resources increasingly directed toward crossovers, the aging fourth-generation GS received only incremental updates, leaving its interior technology and overall package trailing newer European competitors.
As impressive as the GS F was, it couldn’t reverse those trends. Against 600-plus-horsepower twin-turbo rivals like the BMW M5 and Mercedes-AMG E 63, its 467-horsepower naturally aspirated V8 appealed to a niche audience. Combined with Lexus’ smaller performance-brand footprint, the GS F simply wasn’t enough to save the GS nameplate.
There’s Nothing Like The GS F Left Today
The GS F belongs to a category that has effectively disappeared. You can no longer walk into a dealership and buy a naturally aspirated V8 sports sedan. Nearly every manufacturer has downsized to turbocharged six-cylinder engines or electrified powertrains in pursuit of stricter emissions targets and improved fuel economy. Even the remaining V8-powered performance sedans rely almost exclusively on forced induction to achieve their staggering power figures. They are undeniably quicker, but they lack the immediate throttle response, progressive power delivery, and intoxicating high-revving character that defined the GS F.
To its credit, Lexus kept that philosophy alive a little longer with the IS 500 F SPORT Performance. Sharing the GS F’s 5.0-liter 2UR-GSE V8, the smaller sedan produced a slightly improved 472 horsepower and wrapped it in a lighter, more agile package that many enthusiasts considered the spiritual successor to the GS F.
|
Engine |
Output |
Transmission |
Drivetrain |
0–60 MPH |
Top Speed |
|
5.0-liter naturally aspirated DOHC V8 (2UR-GSE) |
472 hp / 395 lb-ft |
8-speed automatic |
RWD |
4.4 sec |
149 mph (electronically limited) |
IS 500 F SPORT Performance Specs
The IS 500 F SPORT Performance demonstrated that Lexus still believed there was an audience for a naturally aspirated V8 luxury sports sedan, but it ultimately proved not large enough to overcome market realities. Production ended after the 2025 model year, bringing Lexus’ naturally aspirated V8 sedan lineage to a close.
As emission regulations tighten and electrification accelerates, cars like the GS F are becoming relics of a different era. Enthusiasts continue to ask for naturally aspirated V8 sports sedans, but the industry is moving in a different direction. That only makes the GS F more desirable today — not just as a great driver’s car, but as a reminder of a performance philosophy that may never return.
Sources: classic.com, Lexus, Bring a Trailer, Classic.com
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