Midsize sedans are the bread-and-butter models of many luxury automakers’ lineups, but the latest Lexus GS almost didn’t get the chance to see the light of day.

During the height of Toyota’s annus horribilis (horrible year) with its unintended acceleration woes, company CEO Akio Toyoda almost cancelled the entire fourth-gen GS range to free up resources for other projects. That was until Lexus’ U.S. and European product planners managed to give their two cents to the big boss. Were their efforts worth it? Read on.

What is it?

Now in its second year on the market, the fourth-generation GS slots between the LS flagship and IS sport sedan. Underpinned by a rear-wheel-drive platform, it rides on a suspension composed of double wishbones, coil springs, gas-filled shocks, and a stabilizer bar in front, with an independent multilink setup in the rear.

We sampled the GS 350, which utilizes a direct- and port-injected 3.5-liter V6 that produces 306 horsepower at 6,400 rpm and 277 lb-ft of torque at 4,800 rpm. That kit is mated to a new-for-2014 eight-speed automatic transmission, with steering wheel-mounted paddle shift levers and five drive modes ranging from ECO, Normal, Sport S, Sport S+ and Snow settings. Those in more weather-challenged regions can opt for an available all-wheel-drive package that carries over with last year’s six-speed automatic.

Our tester was equipped with the performance-minded F Sport package, which features firmer springs, larger (14-inch) brakes, thicker stabilizer bars, new bushings and a variable geared and speed-sensitive steering system. Lexus’ Adaptive Variable Suspension (AVS) with driver-controlled damping is also included.

Outside, the F Sport boasts a unique front bumper and rear lower valance, a trunklid spoiler, and model-specific grille. On the back porch, a diffuser-styled rear bumper with aero fins helps to trim underbody airflow. Rounding things out is the Lexus Vehicle Dynamics Integrated Management (VDIM) stability control system.

Unfortunately, the engine received none of the F Sport massaging that would move the car upwards where acceleration is concerned. For those who want more power and efficiency, Lexus offers the GS 450h hybrid with 338 horsepower and 31 combined mpg.

What’s it up against?

The GS 350 F Sport’s competitors come in the form of the Audi A6, Mercedes-Benz E-Class, Infiniti Q70, Cadillac CTS, BMW 5-Series and even the Jaguar XF. Available in numerous trim levels, these midsize sedans can be tarted up with kits like Audi’s S-line and BMW’s M-Sport packages.

How does it look?

Crisper than the model it replaced for 2013, the GS 350 F Sport resembles a stretched IS 350 with a higher greenhouse and more steroidal lines. The by-now familiar spindle grille gives a more aggressive appearance with its smoke-like insert, and bolder scoopage underneath lends a decided performance air to the overall vibe.

Despite the faux-performance doodads, the F Sport’s look is nicely confrontational overall. Kudos to the designers for the inclusion of the polished grey alloy wheels, that in addition to looking positively badass, also manage to hide the dreaded brake dust residue, or at least mask the presence of the same.

And on the inside?

The F Sport’s interior is dressed up with several driver-focused elements, including a black leather F Sport-badged steering wheel and aluminum pedals that look like they were boosted right from the IS-F’s parts bin. These details are set against the backdrop of a conservative but well-done black leather dashboard that contributes to the appearance.

The Marquis de Sade-themed black leather interior continues with perforated seating in the front row to better accommodate the heated and ventilated feature that makes driving in desert heat or sub-freezing temperatures tolerable. The driver is able to adjust his position in any of up to 16 (sixteen!) different ways, while those in the rear seat will find more than adequate seating and legroom.

Our tester was equipped with a navigation system with a generously-sized 12.3-inch color display, as well as a Lexus premium stereo with HD and SiriusXM capabilities in addition to Bluetooth and audio streaming features. On the infotainment front, Lexus’s Enform system is newly joined by Apple’s Siri Eyes Free for 2014. Compatible with iPhone 4S, iPhone 5 and onward, it allows drivers to have a relationship almost like (but not quite) the one depicted in the movie Her, where it can call contacts, play from iTunes playlists and get turn-by-turn navigation, among other items. Siri will also allow users to update notifications, calendar appointments, notes and reminders.

A notable downside to the otherwise excellent interior was the Lexus Remote Touch joystick, an excessively fiddly system that leaves us joyless.

But does it go?

Our time with the F Sport totally changed our perception of this mid-level Lexus. While the previous generation GS didn’t exactly raise our pulse, the 2014 version impressed us with its get up and go – this is a cruiser that is barely breathing at 80 mph. Out of the box, the sedan holds on extremely well, and displayed very little side-to-side sway. If you prefer your ride as firm as a butcher block, that’s easily accomplished by a twist of the drive control mode dial, which also results in a throttle remap to take advantage of more dead dinosaurs.

We found the variable electric steering system to be very well modulated, transmitting good road feel and even encouraging a little tail-wagging. If you need to make a course correction, a gentle touch of the wheel will move you over. There is no wishy-washy sloppiness as seen in less adequate rack and pinion setups.

The new eight-speed automatic transmission doesn’t improve acceleration compared with the old six-speed unit – zero-to-60 mph comes in a claimed 5.7 seconds with either unit – but it does increase mileage to 19/29 city/highway mpg, a gain of 1 freeway mpg.

Lexus engineers revisited a clever piece of engineering with the addition of a sound chamber from the intake manifold that directed a provocative growl back to the cabin. Don’t get us wrong, though: the ride is Lexus quiet, but we did notice a small degree of road noise from the staggered size 19-inch tires themselves when traveling on some of our test route’s coarser road grades.

Leftlane’s bottom line:

In the past, Lexus’ relentless pursuit of perfection has led to some vehicles that, while technically accomplished, came up decidedly short in terms of charisma and soul. With that in mind, we were steeling ourselves for an encounter with another capable yet bland ride.

Instead, we find ourselves eating crow, having come away from the GS 350 F Sport impressed with a fun car that manages to break some perceptions without breaking the bank (at least by segment standards).

2014 Lexus GS 350 base price, $47,700. As tested, $57,675.

F-Sport package with cold weather kit, $6,130; Navigation with 12.3-inch screen and Lexus Enform with Destination Assist and Sirius XM NavTraffic and NavWeather; $1,735; Intuitive Park Assist, $500.

Dodge has announced performance and pricing details for its new range of ‘Scat Pack’ stage kits. Designed to work with Dodge Challenger and Charger models equipped with the automaker’s 5.7L HEMI V8, buyers will be able to choose from three different Scat Pack stages.

Set to carry a retail price of $2,195, the Stage 1 Scat Pack includes a cold-air intake, cat-back exhaust system and a re-mapped engine controller. Dodge says the Stage 1 kit is good for an additional 18 horsepower and 18 lb-ft of torque.

Adding the Stage 2 kit will require another $1,895, but bumps power by 30 horsepower thanks to a hotter cam and calibrated engine controller.

The high-performance Scat Pack Stage 3 nets power gains of 58 horsepower and 47 lb-ft of torque by utilizing Mopar-sourced performance CNC-ported cylinder heads and Mopar hi-flow headers. The Stage 3 kit will list from $4,995.

Buyers can have their cake and eat it too when it comes to the Scat Packs – all three stages are covered by Dodge’s factory warranty.

Mazda is set to announce another recall related to spiders that find their way into vapor vent lines, repeating an apparent problem that occurred approximately three years ago.

The latest recall is expected to be limited to Mazda6 sedans with 2010 to 2012 model years and outfitted with 2.5-liter engines, a group which includes approximately 42,000 vehicles in the US market.

The company suggests spiders are weaving webs that effectively block the evaporative canister vent lines, causing problems with fuel-tank pressure. In some cases, the tanks are vulnerable to cracking and leaking fuel, though the company has yet to associate the issue with any fires or accidents.

Mazda believes it can prevent blockages from cracking tanks by reprogramming the software that controls the emission control system. Vehicles will also be inspected for existing webs and fuel tank cracks.

Earlier reports have suggested the issue is caused by “yellow sac spiders,” which may be attracted to the smell of gasoline vapors. The problems were not limited to Mazda’s fleet, however, with reports of similar blockages in Honda and Hyundai models.

Honda may have decided on a North American nameplate for its new Fit-based crossover, which is sold in Japan as the Vezel.

The company has yet to officially confirm US launch details, though the Vezel was allegedly introduced to stateside dealers using the name HR-V, unnamed sources have told the Honda enthusiast site Temple of VTEC.

The Vezel name has been widely viewed as an unlikely candidate for use in the North American market, and HR-V continues the theme established nearly two decades ago by Honda’s popular CR-V crossover. The Japanese automaker has already used the HR-V branding in Europe, for another small crossover that was discontinued in 2006.

Introduced at the Tokyo Motor Show, the Vezel represents a production version of the company’s Urban SUV Concept. The compact crossover is powered by the same 1.5-liter four-cylinder that can be found in the 2015 Fit, along with a continuously-variable transmission.

Like the CR-V, the Vezel will be offered in front- or all-wheel-drive packages. The company also offers a gasoline-electric hybrid drivetrain.

The Vezel is expected to land in North America later this year as a 2015 model.

Additional details surrounding McLaren’s entry-level sports car, internally known as the P13, have continued to emerge. The latest reports suggest the model may switch to a turbocharged V6, rather than adopting a de-tuned version of the V8 mill in the 650S.

Although the company has yet to officially confirm full specs, its engineering director, Mark Vinnels, has told Top Gear the company is not absolutely committed to placing a V8 in each of its models, as long as it can achieve certain levels of performance and drivability.

The 650S utilizes a 3.8-liter mid-mounted engine with dual turbochargers that help generate 650 horsepower and 500 lb-ft of torque. Dropping two cylinders is viewed as a way to differentiate the P13 from the 650S, reducing output to approximately 450 ponies while lowering the powertrain weight.

The entry-level car is expected to have the same two-seater mid-engine layout as its higher-end counterparts, but in a rear-wheel-drive format. It may also utilize less carbon fiber — the body will likely be all aluminum — and require a fraction of the man-hours to build. Reduced assembly costs will help the company compete directly with the Porsche 911 in terms of power and price.

Although the P13 makes a few sacrifices, Vinnels suggests the expensive suspension system found in the 650S and P1 is one of the company’s key advantages that will be offered across the entire range. Valved fluid links between the left and right suspension components help maintain a soft ride during casual driving, and all but eliminate body roll in hard cornering.

McLaren will reportedly finalize the P13 design within the next few days, before preparing to begin production by the end of 2015.