both entered the luxury market with two new brands, each boasting a
flagship premium full-size sedan. The Infiniti Q45 was aimed at the
enthusiast with a powerful V8, limited-slip differential and a
multi-link suspension. The Lexus LS 400, on the other hand, was all
about luxury. The automaker surrounded its buttery-smooth V8 with
aerodynamic (if banal) bodywork and lined its cabin with premium leather
and fine wood.
Thanks to a clear message, a strong advertising campaign and a product solid enough to back both,
sold more than 40,000 units that first year.
,
in sharp contrast, was never able to capture the same momentum. By
1995, Lexus had introduced an all-new second-generation LS, followed by
an all-new third-generation model six years later – and each
introduction only served to drive the nails deeper into the Q45's
coffin. By the time the fourth-generation LS arrived in 2007, the
Infiniti Q45 was gone, and Infiniti nearly with it.
The Lexus LS continued to develop. What was originally a
rear-wheel-drive sedan evolved into a model range of rear- and
all-wheel-drive sedans, short- and long-wheelbase, with a choice of
gasoline or hybrid drivetrains. The automaker's flagship continued to
lead with technological innovation and unsurpassed luxury – but it still
lacked a sporty quotient, a model seemingly necessary to run
head-to-head with the Europeans.
All that will change in 2013. After a minor update in 2010, Lexus has
unveiled a significant refresh for the new model year that encompasses
all seven models in the lineup. But most importantly, the LS range now
includes its first-ever performance-oriented model, the F Sport.
Look back over the past two decades and one will realize that every
generation and subsequent refresh of the LS has been evolutionary –
until now. Thanks to a bold new exterior, its character buoyed by the
automaker's prominent signature 'spindle' grille, the LS no longer
appears bland and boring.
It arrives with a drag coefficient of just .26, making it again one of the slipperiest entries in its segment.
From the exterior, about the only part carried forward from last year's
model are the doors. Bright chrome surrounds the new grille, and the
bottom edge of the radiator opening and front bumper have been lowered.
The hood features a raised bulge (purely cosmetic), traveling down its
center, and the headlights are shaped more aggressively. Along the side,
the sculpted lower rocker panels carry the new theme rearward. Out
back, the sedan's tail is dramatically tapered in an effort to maintain
uniformity with the front fascia and its dramatic new look.
The freshly sculpted exterior pleases more than just the eyes. Lexus has
always been an innovator with regards to vehicle aerodynamics, and the
freshened LS continues the trend. By paying attention to the small
details, such as underbody air management and small stabilizing fins to
control air rushing along each side, the Lexus arrives with a drag
coefficient of just .26, making it again one of the slipperiest entries
in its segment.
Lexus has also addressed exterior illumination. High-intensity discharge
(HID) headlamps are standard (and two projector lamps at each front
corner) with incandescent bulbs in other locations. However, customers
may choose an optional all-LED setup with light-emitting diode front
headlamps (utilizing three projector lamps behind each transparent
cover) and LED bulbs in the turn signals, marker lights, brake and
taillamps. Even the fog lamps are LED (a configuration that provides a
clean, uniform color across all front illumination).
Those familiar with the cabin of the new Lexus GS will feel quite at home – their similarity is striking.
The interior has been completely reworked too. The objective was to
deliver "confidence-inspiring spaciousness worthy of the Lexus
flagship," says the automaker, and it looks as if they have achieved
their goal. Compared to its predecessor, the new interior is more
spacious, upscale and ergonomics have been improved. Those familiar with
the cabin of the new Lexus GS will feel quite at home – their
similarity is striking.
Drivers now peer through the new three-spoke steering wheel to find four
easy-to-read Optitron analog gauges, with a large tachometer and
speedometer taking center stage (a 5.8-inch full-color TFT
multi-function display splits above the two). Over in the middle of the
dashboard, last year's touchscreen navigation has been replaced with a
larger 12.3-inch multimedia display unit that has been set higher and
further rearward (its interface is now the Lexus Remote Touch haptic
feedback joystick). The HVAC, beneath the center vents, features a
high-contrast 16-gradation full-dot organic light-emitting diode (OLED)
display, with a trick roll-up/down animation when used. The twin
cupholders (previously to the right of the shifter) have been moved in
front of the transmission lever, with the 12v accessory plug in the same
area. The center armrest is still the largest storage compartment,
remaining the home for the various infotainment interfaces (USB ports,
iPod cables, etc...).
In addition to premium leather upholsteries (smooth and semi-aniline),
there are five trim treatments including new Shimamoku ("striped") wood,
cabin LED illumination of different colors based on specific cabin
location, and a slew of other enhancements. The upgraded LS passenger
compartment, even in standard trim, is stunning, easily on par with the
best in the segment.
Lexus says the standard sedan will run to 60 mph in 5.4 seconds and on to a 130-mph electronically limited top speed.
In terms of the model breakdown, there are short- and long-wheelbase,
rear- and all-wheel drive, the more athletic F Sport and lastly, a
choice of powerplants. Mixed and matched, there are seven models: LS
460, LS 460 AWD, LS 460 L, LS 460 L AWD, LS 460 F Sport, LS 460 F Sport
AWD and LS 600h L (also AWD, but it is left out of the nomenclature).
Pricing, however, has not been released.
Under the hood, things are carried forward mostly intact from last year.
The standard LS 460 models are powered by the automaker's naturally
aspirated direct-injected 4.6-liter eight-cylinder (1UR-FSE) engine. For
the 2013 model year, the oil pan has been redesigned and the engineers
have focused their attention on reducing unwanted noise (part of the
changes include a new dynamic damper and a new rear engine mount). The
powerplant is now rated at 386 horsepower at 6,400 rpm (six more than
last year) and 367 pound-feet of torque at 4,100 rpm in rear-wheel drive
models. However, the same engine in the all-wheel-drive model is rated
at 359 horsepower and the same torque. With a standard eight-speed
automatic transmission (PRNDS with a snow mode), Lexus says the standard
gasoline-powered sedan will run to 60 mph in 5.4 seconds and on to a
130-mph electronically limited top speed. The manufacturer-estimated
fuel economy is 16 city, 24 highway and 19 combined for the RWD model
and 16 city, 23 highway and 18 combined for the AWD model.
The LS 600h L returns with a hybrid gasoline-electric powertrain. Under
the front hood is a naturally aspirated high-output 5.0-liter
eight-cylinder (2UR-FSE) engine. With direct fuel injection, the engine
is rated at 389 horsepower and 385 pound-feet of torque. Mated to two
electric motors pulling power from nickel-metal hydride battery packs,
the system is rated at 438 total combined horsepower. The gearbox is a
two-stage continuously variable transmission (CVT) with three different
operator-selected driving modes (Normal, Power and Snow). There is also
an EV mode for driving under full electric power at low speeds. All LS
600h L models feature standard all-wheel drive with a Torsen
limited-slip differential. The hybrid is about as quick as its gasoline
siblings, but its EPA fuel economy is a tick higher at 19 city, 23
highway and 20 combined.
Lexus reportedly replaced more than 3,000 items – about 50 percent of the vehicle's components.
Lexus has also addressed safety in a big way with the new LS. In
addition to all of the government-mandated equipment, the automaker's
Advanced Pre-Collision Safety System (APCS) is designed to detect
pedestrians and objects in the vehicle's path and bring the LS to a
quick stop from speeds up to 24 mph if a collision is imminent (to see
the system in action, watch our ShortCut video below). The available
Adaptive Cruise Control (ACC) has also been upgraded to operate at any
speed, plus it is now able to bring the vehicle to a complete stop and
accelerate once the flow of traffic has resumed. New to the LS is Blind
Spot Monitor (BSM), which uses radar to monitor blind spots while
driving and when the vehicle is in Reverse (Lexus calls this feature
Rear Cross Traffic Alert, or RCTA).
Lexus reportedly replaced more than 3,000 items – about 50 percent of
the vehicle's components – to develop the 2013 LS lineup and we cannot
possibly discuss all of them. However, the good news after our day
behind the wheel of several different models is that the effort is worth
it – this luxury sedan is impressive.
Our first jaunt was in the range-topping LS 600h L with the optional
rear lounge seating. The updated cabin is every bit as comfortable as it
appears in the pictures. The 16-way power-adjustable front seats are
some of the best we have ever dropped into, and there was plenty of room
for our feet, head and arms in all directions. Every component that a
body part may contact is soft to the touch and richly textured, all very
well done. Even though the location of some of the switchgear is
strange (the parking brake is below the ignition button), we acclimated
quickly. We did find the black box hovering just in front of the
headliner (housing the APCS cameras) a bit intrusive, but we eventually
looked right past it.
It was immediately apparent that Lexus has polished its flagship hybrid better than the belly of Air Force One.
The LS 600h L is the heaviest (at a whopping 5,200 pounds) and arguably
least engaging of the range. Nevertheless, it surprised us with its
quiet and seamless power delivery. Although we are no fans of the CVT,
and we continue to question why anyone would buy the pricey hybrid for
any reason other than the blue badge (the $40,000 premium only delivers
one mpg better combined fuel economy), it was immediately apparent that
Lexus has polished its flagship hybrid better than the belly of Air
Force One. It is absolutely dead quiet at a standstill (the combustion
engine shuts down at idle) and only minimally louder at speed. There was
always torque on hand and the hybrid transition is virtually seamless.
Yet despite our awe over its advanced technology, and our amazement that
it works so well, we'd still prefer the gasoline-fed LS 460 L AWD.
Our next jaunt was in the LS 460 F Sport AWD, technically the second
sportiest of the lineup (behind the standard LS 460 F Sport). The F
Sport model boasts a sporty interior with bucket front seats,
leather-wrapped steering wheel with paddle shifters and aluminum trim.
It is mechanically differentiated by its standard Torsen limited-slip
differential (RWD models only, as the AWD models have a Torsen center
differential), sport tuned air suspension (lowered by 0.4 inches),
Brembo brakes (with six-piston monobloc calipers in the front) and
19-inch forged alloy wheels (with a choice between summer and all-season
tires).
After leaving the parking lot, we immediately set the F Sport's Drive
Mode to its most aggressive "Sport S+" setting (putting the powertrain,
air suspension, electric power steering and variable gear ratio steering
into their firmest configurations) and headed for the mountains. In
this mode, body roll was nearly eliminated, but damping was not overly
firm. The steering was a bit heavier, but still lighter and slower than
most of its full-size European competition.
Engineers have opened the F Sport's exhaust and acoustically enhanced
the growl coming from the engine (it is not played through the
speakers).
Acceleration is plenty strong, and the engine enjoys spinning around the
tachometer, but we missed the immediate low-end torque that the
Europeans are delivering with their forced induction powerplants these
days. Lexus hasn't forgotten how to isolate the passengers from what's
going on ahead of the firewall, as the engine is all but silent in the
standard models. The F Sport is different though, as the engineers have
opened the exhaust and acoustically enhanced the growl coming from the
engine (it is not played through the speakers). It sounds okay, but not
even half as good as the music made by the GS 350 F Sport.
We pushed the big F Sport harder to probe its limits and immediately
praised the more aggressively contoured front seats and the thick
leather-wrapped steering wheel that was easy to grip (we find wood gets
slippery). To the engineering team's credit, the sporty Lexus handled
better than any LS we have ever driven. Under the control of a skilled
driver, it would embarrass many in a sports car trying to outrun it.
Even with rather lifeless feedback through the steering wheel, placing
wheels on specific parts of the pavement wasn't an issue. And as much as
we could tell, the brakes were solid and easy to modulate.
But in our opinion, the LS F Sport still falls short of handling benchmarks such as the
BMW Alpina B7 (we are discussing sporty driving dynamics, not acceleration). Both vehicles have a curb weight of about 4,600 pounds, but the
BMW
feels more agile and light as speeds increase, while the Lexus is best
described as accurate and stable. The suspension in the BMW will
confidently absorb sharp undulations in the roadway, while the Lexus
almost felt overwhelmed (to the credit of Lexus, and the pacification of
its customers, the LS F Sport did ride much more comfortably than the
B7 when driven civilly). BMWs may be driven surprisingly fast in anger,
and they seem to thrive on the pressure, but the Lexus didn't seem to
want to lose its temper – it remained, for lack of better words, a
Lexus.
The 2013 Lexus LS model range is not forgettable. Rather, we'd call it significant.
We've been driving Lexus LS models for a long time. They are
consistently safe, comfortable and accommodating. They are also mostly
characterless.
But the 2013 Lexus LS model range is not forgettable. Rather, we'd call
it significant. Aside from the many improvements, which will likely
escape from mind, the full-size luxury sedan will be remembered for its
daring spindle grille and the introduction of the enthusiast-targeted F
Sport. The standard sedan and hybrid are both sound steps forward, and
each will spend little time gathering dust in the showroom. While the
new enthusiast model falls short of segment leading – consider it a
solid base hit – it is unquestionably the sportiest and most engaging LS
we have ever driven. Lexus customers should be elated.
