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This is why when we encountered Mauricio’s GS, it wasn’t just a breath of fresh air, but the well-thought-out build blew our judges away. When finding “the one”, you must consider more than just horsepower, but look for an overall package that’s engineered for speed while still being pleasing to the eyes. There’s certainly no shortage of race-ready builds on display. We’ll be the first to admit that narrowing down the Best Performance Car at a mega show like SEMA is nearly an impossible task. With the goal of recognizing the two best vehicle debuts and their builders, we’re excited to congratulate Mauricio Reece for taking home Best Performance Car with his time attack-themed Lexus GS 300. Last November, the SEMA Show Ultimate Build was born – a new award created by Pit+Paddock and Meguiar’s. Mauricio’s GS 300 has taken over six years to complete and features a built JDM 2JZ-GTE engine, BMW DCT transmission, centerlock wheels, and carbon fiber aero.The award for Best Performance Car went to Mauricio Reece and his 1998 Lexus GS 300.The award recipients were given custom coffee table trophies made from BBS Motorsport wheels and co-branded jackets from Porsche Design.

Pit+Paddock and Meguiar’s join forces to award two builders at the 2021 SEMA Show for Best Performance Car and Best Show Car.

Rather than use secondary measures to combat the problem, the solution – applying the genryu-shugi principle – was make the driveshaft from a different, high-tensile steel. It was eventually traced to an irregularity in the shape of the driveshaft that caused vibration and a noise that grew louder as the shaft’s rotation speed increased. For example, much time was spent trying to identify the source of one particular noise from the drivetrain. They went to unprecedented lengths to solve every issue.

A warm, appealing interior, yet highly functionalĬhief Engineer Takahashi knew that meeting the LS’s high targets called for a complete conceptual shift from Toyota’s established engineering norms and he instructed his team to reassess everything that might limit the car’s performance by going back to the source – a process known as genryu-shugi in Japanese.

Superior high-speed handling, yet comfortable to travel in.

Here’s how it influenced the key qualities of the LS 400:

This ability to bring together seemingly conflicting qualities to excellent effect is a core value of Lexus – what’s known as the “yet” philosophy. Takahashi’s belief was that comfort and performance could, or rather must co-exist in a single vehicle, a car that is calming yet also invigorating to drive. The Relentless Pursuit of Perfection – a phrase that came to define Lexus – had begun. Fortunately, rather than being intimidated by the scale of the task, there were key people eager to meet the challenge. A master of mass-market models driven by millions of people around the world, it was entering completely new territory. What made the task all the more difficult was that Toyota had never built anything like the LS before. Each goal on its own was ambitious for them all to be achieved together seemed an impossibility. To put those figures into context, the LS would be faster, quieter, more aerodynamic and more fuel-efficient than any of its German rivals. Its aerodynamic styling would have a drag coefficient of no more than 0.29, and when cruising at 100 km/h, the noise level in the cabin would not exceed 58 dB. Its top speed had to be 250 km/h, yet it would deliver 10.5 l/100 km. Right from the start, the targets set for the LS were exceptional. Circle F was a top-secret project, with more than 4,000 people involved in bringing it to fruition.