Overhauled 2018 Lexus LS proves itself fast, luxurious
The LS earned Lexus its chops. Toyota’s luxury division was the new kid on the high-rent block when it introduced the 1990 LS 400 in 1989.
Lexus had had the audacity to predict that wellheeled, status-conscious European car buyers would embrace premium Japanese cars if they were of high quality, dependable and comfortable.
Many competitors scoffed. That didn’t last long, as the commitment paid off and just short of three decades later, Lexus is all grown up with a robust family of sedans, SUVs, coupes and hybrids in front-, rear- and all-wheel drive.
Coming in February, the all-new, fifth-generation LS is radically overhauled. Longer, lower, and more powerful, the sleek 2018 LS is flirting with an emergent wild side.
Under its taut new sheet metal are a new architecture, engine, transmission and safety suite. The allnew LS 500 will start “at around” $75,000 and, once again, there’ll be a hybrid variant and a performance flavored F-Sport with more aggressive tires and cosmetic touches. (The current LS 460 has a starting MSRP of $73,515.)
A 3.5-liter V6 replaces the 2017 LS’s 386-horse 4.6-liter V8. But twin turbochargers, direct-plus-port fuel injection, wastegates and dual water-to-air intercoolers kick the six-banger’s output up to 416 horsepower.
A boost in torque is there, too: 442 lb.-ft. between 1,600 and 4,800 rpm, compared to 367 lb.-ft. at 4,100 rpm for the rear-wheel-drive 2017.
Lexus says the LS’ new close-ratio 10-speed automatic’s shift times are down in dual-clutch gearbox territory. Going with an aluminum clutch drum, hub and planetary carrier slashed rotating mass. A side benefit is that t
he lighter components, plus a resin transmission plastic oil pan, help keep the 10-speed the same weight as the 8-speed used in the 2017 LS.
All-wheel-drive will be available but adds 198 pounds to the 4,707-lb. curb weight of a rear-wheeldrive LS. The optional air suspension takes the curb weight to 4,938 pounds.
In dry conditions, the AWD system will send up to 31 percent of the torque to the front wheels and 69 percent to the rear. In slippery conditions, that split can go to 48 front and 52 percent rear.
Don’t let the LS’ plushness fool you. Lexus says the rear-wheel-drive 2018 LS will bolt to 60 mph from a dead stop in about 4.6 seconds and top out at 136 mph before the electronics intervene. While we’re talking numbers, the rear-wheel-drive 2018 LS carries EPA-estimated mileage ratings of 19 mpg in the city, 29 highway and 23 mpg combined. That’s about 4.3 gallons of premium per 100 miles, overall.
Turning to the 2018 LS’ bones, Toyota says the platform is a clean-sheet design that incorporates cast aluminum suspension towers in the front and rear that are attached to the dissimilar sheet metal with rivets and a special adhesive.
The payoff is a lower center of gravity, more rigidity, and front/rear component weight savings of 42 percent and 50 percent, respectively.
At 206.1 inches noseto-tail, the 2018 LS isn’t merely 5.6 inches longer than the 2017 LS 460, it’s an inch longer than the current stretched LS 460 L.
Likewise, the new LS’s 123-inch wheelbase is half a foot longer than the standard 2017 LS and 1.3 inches longer than the long-wheelbase 2017 LS. Back-seaters in the 2018 LS will find 38.9 inches in which to stretch their legs, 3.1 inches more than the standard 2017 LS and 2.2 inches greater than the stretched 460 L.
So there should be no mystery why Lexus dropped the long-wheel-base LS from its 2018 lineup. One thing that did make the cut for 2018 is the decadent LS executive package, which makes the right rear seat a hot property.
Rest, relaxation or decision-making are supported by a raised ottoman, a seat that reclines up to 48 degrees and emulates Shiatsu massages and a rear seat entertainment system. Power door shades, power headrests and a cooling box are among the many features. The bundle runs $16,400 on 2017 LS 460 LS.
While we think most savvy drivers assume the newest top-of-the-line Lexus will come with a sublime ride, those seeking to improve on a $75,000 sedan may want to investigate the available adaptive variable air suspension package, which constantly fine tunes damping by monitoring driving dynamics and the road surface.
We’ll put the option up against some gnarly Houston potholes whenever we get our hands on an LS, especially since the 2018 LS air suspension has 650 tuning points compared to the current system’s nine.
The setup runs $2,120 on the 2017, but three other option packages are mandatory, add another two grand.
Mark Levinson, Lexus’ longtime audio supplier, has come up with a new stereo upgrade tailored for audiophiles and tuned to the LS’ quiet cruising. The 3D Mark Levinson QLI Reference Surround Sound combines active noise control and music restoration technology to produce dramatic music from 23 speakers that are in various parts of the car, including the rear ceiling.
The goal was to have any passenger hear the full 3D effect from the Levinson 16-channel amplifier pumping out the equivalent of 2,400 watts. You’ll need to have high-resolution music files to fully appreciate this system.
For those times you don’t, you can enjoy the exhaust sound. This time around, Lexus has given the LS some bark to go along with that 416-horse bite, and the exhaust note now has a detectable attitude when the car is driven aggressively.
At a media briefing in San Francisco, Lexus took pains to point out the many interior aspects of the 2018 LS that were inspired by the Japanese aesthetic. The move is bold but we suspect potential buyers will find the end results polarizing.
If you do like the artisan touches, the four-door “coupe” proportions and gobs of legroom, and have the resources, Lexus may already have you in its sights. The automaker hopes loyalty and conquest rates of up to 40 percent will power sales of its flagship to 1,000 units a month next year.
It’s considerable money, but the 2018 Lexus promises to be a blend of style, luxury, performance and dependability. And better yet, it only takes up one parking space.