LEXUS LS460
 

It's serious this time

Lexus's latest flagship now has the proper performance and looks to topple its competition. It's still not a great drive, but who cares

By RICHARD LEU (Source Bangkok Post Motoring > Friday August 18, 2006)

As many of us would already know, the Lexus LS flagship saloon is all about luxury, comfort and refinement. But there were two things absent in all three generations: proper looks and performance.

Lexus openly concedes to these two shortcomings and has vowed to fix them up in the fourth generation model driven here for the first time this week.

The design cues of the latest LS has been largely influenced by the L-Finesse concept first applied in the GS executive saloon and, just recently, into the IS junior executive car.

In fact, the LS has virtually escaped the surgeon's knife from the concept version first shown to the world at last year's Tokyo Motor Show before being officially launched in Detroit earlier this year.

It looks much better on the road than on stage. The most significant design element that makes the LS more modern and dynamic in appearance is the pronounced shoulder lines.

The best angle to view the LS is from the front and side. The headlamps and grille are much sleeker than before and the profile is accentuated with a BMW-aping C-pillar hallmark that can also be found in the smaller IS.

The rear end is just as distinctive with new tail lamps and garish exhaust pipes that are now embedded into the rear bumper.

But, with some debate, the rear end doesn't prove to be visually appealing as from other angles of the LS, judging from views given by journos at the car's presentation in Austria late last month.

Details that have earned praise are the chrome linings that can be found around the LS, especially those on the door sills. Like in the IS, the side-view mirrors are strangely big in size.

For the first time, the LS additionally come with a long wheelbase measuring just over three metres. This is crucial for Asian markets like Thailand where many potential customers like to sit in the back of the car.

In fact, the Mercedes-Benz S-class, BMW 7-series and Audi A8 sold in Thailand only come in stretched forms. However, Lexus sees it necessary to offer normal wheelbase due to the pricing - like Jaguar for its XJ model - which we will talk about later.

But with substantial increase in dimensions (15mm for length, 45mm for tracks and 45mm for wheelbase), the regular LS is already a spacious car to sit in. Six-footers will still find plenty of legroom in the rear.

LS has great mobile home theatre and sound system.

Hop into the stretched version and the feeling is like sitting in a limo whose body has been elongated deliberately. Owners of the current S-class and 7-series will certainly not be groaning about this aspect.

What is even better are the rear seats in the LS. Since Lexus knows that this is the place most owners would be sitting, it hasn't missed out on virtually anything its rivals could possibly pick on.

The long wheelbase version, for instance, comes with two individual perches in the rear that can recline and slide. Moreover, there are adjustable leg rests like those offered in premium cabins of various airlines.

Not to be outdone by the S-class, the LS's seats have hot/cool air ventilation and massage function, all-round sun screens, plus remote controls for individual-zone air-con system and for the grand-sounding 11-speaker sound system from Mark Levinson that can best be described as a mobile home theatre.

The retractable monitor is located on the ceiling which severely restricts rear vision for the driver and is obviously not as functional as those fitted behind the front head restraints of some other luxury lifestyle models.

But the LS is arguably the best place to be in its class. It may sound a little too ambitious to liken the LS to the multi-million baht Maybach. But the truth is the LS seems to be the only model around that runs close to offering comfort levels of that Teutonic badge.

As for the front end of the LS's cabin, Lexus has preferred to refrain from going too hi-tech. The dashboard, for example, doesn't come with streamlined functions like BMW's i-Drive or Merc's Comand.

Instead, switches and various functions come in conventional forms and are relatively easy to use. It's still fussily scattered, though, while some functions don't stand out clearly in the driver's sight.

The only nice and practical feature that rival makers ought to look at is the touch-screen monitor in the middle of the dashboard. Panel dials are clearly legible, if a little too industrious.

The quality of the materials is impressive, although the build in some areas don't feel as bullet-proof as in a 7-series. Even so, the LS still offers a luxurious ambience inside, especially when sitting in the back.

Which brings us to the dynamic side of the LS. As mentioned earlier in the report, the other snag Lexus hopes to iron out is performance.

The new LS comes with a high-output 4.6-litre V8 to replace the 4.3 unit in the LS430 predecessor, explaining the latest badge LS460 (and LS460L for the long wheelbase version).

Push the starter button and you can now hear the engine at idle, particularly when standing outside the car. In the old LS, it was so quiet that you might have thought that the engine wasn't cranked yet.

The 380hp V8 of the LS460 is also more audible on the move. In fact, it's nice to hear some bit of that V8, particularly when you drag the rev counter near the redline. To some extent, it sounds classically sporty like in BMW's V8.

Is that to say that refinement has been lost? No, the engine sounds solid at every engine speed. Has the quietness disappeared? Yes, and we don't mind that at all and, more importantly, it never sounds disturbing but purposeful for driving spirit.

You don't need to ask about the LS460's performance: there's plenty of punch even at less than half-throttle. I slammed the gas after crossing the border from Austria to Germany, and noted how aggressively power was amassed all the way up to its 250kph limit top end.

The LS460 is a fine-performer, particularly when you consider that it needs high-displacement motors of the Merc S500 and Bee-em 750i to match the LS460's performance credentials on paper.

As you can see on the dynamic highlights diagram, new technologies have enabled the LS460 to lay such claims.

And with a new eight-speed automatic transmission replacing the old six-speed, fuel economy proved to be quite okay. The readout on the panel read an average of 9kpl while driving within the 130kph limit on Austrian highways, as well as a mix of country roads with light traffic.

The LS460 has eight forward ratios alright, but that doesn't mean that mid-range performance is superbly responsive. Things, however, get much better when switching the gear mode into sport.

The driving characteristics in the LS remain basically the same in concept as before: safe, comfortable, but uninspiring drive.

The steering now has variable ratio to enhance on directness and ease at low speeds and works effectively well on the move. The rack continues to be precise at higher speeds and in corners, but filters out every bit of information of the road to the driver.

You don't feel a part of the car like in a Jag XJ, for instance, and the LS simply refuses to reward the driver in more demanding conditions. As ever, the LS isn't great to drive. But who cares, when such saloons are not meant to be pure driving machines.

But as a cruiser or high-speed express, the LS nearly matches the prowess of the S-class. The LS is almost as peerlessly quiet as its German opposition and delivers a higher level of grip and poise than in the old model.

The driver can choose from three different settings for the suspension. With this, there are no qualms about the ride quality of the LS. 

Other gizmos on the dynamic side are those relating to stability control that now integrates the steering into the picture, accident-avoidance assistance and parking assist in which all the driver has to do is just control vehicle speed.

The quest to offer as much new technologies in the LS is Lexus's attempt to give the car an edge in terms of value over its rivals. And this is important in Thailand because Lexus needs to import the LS in fully built-up form to match the Thai-built Germans.

The Thai Lexus unit will be offering both the normal and long wheelbase bodies when the LS goes on sale this October.

Since there is no plan by Lexus to equip a six-cylinder engine for the LS, the regular wheelbase will be targeted against the S300L and 730Li both coming with special engines for Thailand to be priced under B8m.

The LS460 could be priced higher than that - at some B9m, but will come with highlighted specification and, crucially, V8 performance that would require the B15m S500L or 750Li to be the real match.

That said, the LS460 appears to be good value. The same goes for the LS460L which would cost at least B10m.

But if price isn't an issue for you, then you are bound to end up in one of the finest saloons in the luxury car market, not to drive, but to sit in. And this clearly means the LS in long wheelbase form.

Finally great looks.

V8 is now appreciatively more sonorous.

Information display a little too industrious.

LS sticks to conventional controls, unlike rivals' streamlined functions.

Rear seats are currently the best in the business.

What are they?

The B11.55m LS460L is pitched as the best Japanese alternative to the V8 European luxomobiles.

And in a few markets, it's the benchmark - at least in term of unit sales. It's large, long, luxurious, brimful of electronic convenience devices, has a silky V8 engine and a comfy ride.

Whereas the BMW 730Li is for the fleet and the 750/760Li for the insanely rich, the 740Li is the "sensible" V8 limo priced at B8.9m.

Why are they here?

To overcome Lexus's lack of prestige in the highly status-conscious market of Thailand, a price cut is the weapon. At B11.55m, it should make anyone think twice before buying either of its direct rivals: the B14.7m BMW 750Li and the B14.9m Mercedes-Benz S500L.

The 740Li is assembled in Thailand to shrug off the expensive import duty and attain an asking price of B8.9m and make the imported B11.4m Merc S350 with lesser spec look absurdly over-priced.

The other side of the double-edged sword is that it also makes BMW's own B14.7m 750Li look overpriced.

Lexus is extremely aggressive at making the imported LS price tag this low since a car of this type is burdened with a hefty 80% import duty and yet undercut rivals by a few million. BMW and Mercedes would need to produce CKDs to keep up with the Japanese competition.

What's it like in front?

Being the brand's flagship model, the LS460L packs just about every goody you can think of into this car from radar-controlled adaptive cruise control and crash mitigation system, adaptive front head lights to buttonless module for keyless entry and start.

It's as easy to drive as a Toyota Camry with light steering and intuitive arrangement of controls albeit a few extra dozen buttons more.

Ride is plush at any speed, but that comes with a trade-off in handling where it cannot corner as tidily as in a Beemer.

The brakes are adequate if not all that strong should you need to rush. In short: it demands more care at speed than the German limo.

There is another reason, however, for wanting to be in the LS (in any seat) is that you can be isolate yourself from all the worries in the world with the extraordinary sound and video system a la Mark Levinson.

The 740Li isn't really a car; it's a wheeled version of USS Enterprise (from Star Trek) meaning you have to be as intelligent as Spock to be certified for operating the almighty i-Drive that controls anything from suspension setting, dual screen CD/DVD/TV/radio AV system to climate control and possibly your mind.

Gadgets aside and you have one of the best driver's car of its girth (over 5m long) and weight (2 tonnes) powered by a spirited 306hp 4.0 litre V8. It won't go at warp speed nor can it catch the LS460L on open roads, but it will leave most of the traffic in the dust. Engine noise is well kept at a minimum as not to be unrefined but just enough to deliver small doses of euphoric V8 rumble to enchant the driver.

Its handling pretty well controlled for a such a large saloon. Ride is on the firm side, but plusher than the mid-size 5-series.

If you prefer to drive yourself, the 740Li is the choice here but it comes with a significant flaw that no B2.65m saving might compensate - the confusing controls. The next 7-series will need to work hard to beat the Lexus LS460L for an overall superb package.

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What's it like in the back

Motoring has invited a retired business executive on this twin test to find out which car offers the best rear-seat comfort and luxury ambience

THE BOLSTERS: The 7-series offer seats that cater to people of a variety of sizes, but are on the hard side when compared to the LS's cushier versions that are more coaxing to sit in.

It's also in the Lexus that you get two features the BMW omits: seats with cool-air ventilation and adjustable leg-rests the Business Class way (only the left side, though). In the BMW, there are cheapish footrest blocks on the floor instead which aren't that useful.

But the LS has one snag: a fixed centre console which prohibits you from "stretching" out like when you wish to do so on long trips. The 7-series armrest can thoughtfully be stowed.

THE SURROUNDINGS: It feels very classy in the Lexus, and there are so many gadgets to play with like for the audio, video, seating and air-con system.

The 7-series does not have as many gadgets, the only main difference being the monitor that's mounted between the front seats; in the Lexus, it pops out from the ceiling.

ON THE MOVE: The very first thing you will note when the car is moving is the rather soft suspension set-up of the Lexus. The oceanliner-feel can occasionally make the ride dizzying , especially when you have just started to revel with a movie on board.

The BMW has a more controlled ride and feels more comfortable to be in as a result. I'm even told by the test-driver that the suspension is in comfort mode. So, as a backseat owner, I don't need to tell my chauffeur to go into sport for a flatter ride.

In the LS, there isn't an active suspension. The soft setting works well at low speeds, but there should be a choice to harden it when the road conditions demand for it.

As for road noise penetrating into the cabin, the Lexus has better suppression and feels relaxing at high speeds.

THE CHOICE: As an everyday limo, the LS seem to be the more pampering choice. It appears Lexus has focused heavily on this point. It's good in the BMW, but not exactly better overall.