Road Test
When the LS400 hit the market in 1989, Lexus bet that Americans wanted a more rational luxury sedan - comfortable, meticulously assembled, with gobs of technology but also with an emphasis on reliability and a price that substantially undercut established German competitors'. After 17 years and three generations, the LS rules its class in the U.S., handily outselling the Mercedes-Benz S-class and BMW 7-series from 2001 through 2005.
So, armed with a revised V-8, the world's first eight-speed automatic transmission, and a host of new technology, the fourth-generation LS is marching the brand farther up the luxury ladder. Whereas the base LS460 remains a bargain alternative to the Germans, the flagship LS wanders into the expanding more-than-$70,000 segment with a first-ever long-wheelbase model (the LS460L) and a near-six-figure, range-topping hybrid (the 2008 LS600hL) due next spring.
Meanwhile, the base LS grows 0.6 inch to 198.0 overall, and the wheelbase is stretched 1.7 inches to 116.9, reducing front and rear overhangs. Interior volume is similar, although back-seat space shrinks by three cubic feet. The stretched version adds 4.8 inches in wheelbase and length to free up room for rear passengers.
According to Lexus, the LS460 is the pinnacle of the L-finesse design theme seen on GS, IS, and ES models. Although it certainly improves on the exceptionally bland LS430, we see more of a grown-up GS than the revolutionary design that Lexus officials describe. Then again it's a safe move, and who would expect the company to stray very far from its winning formula?
We were more taken by the details, such as the projector-headlight lenses that Lexus says are inspired by Baccarat crystal tumblers and the exhaust slots integrated into the rear bumper. Inside, pay attention to the smooth leather on the steering wheel (buffed six times longer than the LS430's), a center-console cover that swings in a damped arc, and a door-slam thunk that has been modeled after that of pricey wood furniture.
The new LS's engine is still an aluminum DOHC 32-valve V-8, but it now displaces 4.6 liters rather than 4.3. Notable technology includes Lexus's dual fuel injection - a port injector and a direct injector per cylinder - seen previously on the IS350's 3.5-liter V-6, and more precise electrically actuated variable intake-valve timing (replacing the hydraulic actuation that remains on the exhaust side). Despite the small increase in displacement, horsepower is up by a staggering 102, to 380. Torque increases 55 pound-feet to 367. Surprisingly, fuel economy also improves to an estimated 19/27 mpg city/highway, a gain of 1 and 2 mpg, respectively.
Those stats compare pretty well with Mercedes' 5.5-liter V-8, especially considering that Lexus's eight-speed transmission upstages the Benz boys' by a ratio. Despite adding two ratios, the new automatic has fewer parts and is nearly the same size as the LS430's.
However, when we strapped on the test gear during the press introduction in Salzburg, Austria, we found that a not-quite-short-enough first gear led to worse-than-expected acceleration times. The LS jumps off the line but falls flat until the engine reaches the torque band at about 3500 rpm. (A closer look reveals a somewhat peaky engine, with a torque peak at 4100 rpm and a power peak 200 rpm shy of the redline.) Sixty mph arrives from rest in 6.0 seconds, and the quarter-mile passes in 14.5 seconds at 100 mph, improvements of 0.3 and 0.4 second, but those times are more than a half-second slower than what Lexus claims, not to mention what the Mercedes S550 and BMW 750i achieve.
Other than that, the LS460 impresses with its all-day-comfortable 16-way power driver's seat, which is now quite supportive, as well as some additional weight in the new electric power steering. Electrohydraulic brakes are new to the LS and add a hill-holding feature. They have the most natural feel of those we have encountered - far better than the brakes on the GS or Lexus hybrids, although they still can be slightly touchy on tip-in.
Lexus says the '07 LS is as quiet as ever - and we agree - although the cabin is less isolated. That's a good thing, because more of the ultrasmooth V-8's subdued roar can be heard inside. The LS is sufficiently supple on its new front and rear multilink suspension, making the optional air springs on the long-wheelbase model seem superfluous.
But putting the priority on comfort also means the LS still doesn't play sporty. Start pushing, and the all-season tires on our test car (performance tires are an option) howl persistently as it leans through turns. Those tires don't help stopping distances, either; we measured a pitiful 209 feet from 70 mph, 30 feet longer than an LS430. The LS460 is still very balanced and capable, but it just doesn't speak to the enthusiast. By the way, the stability-control system can be completely turned off, a breakthrough that is spreading to other 2007 Lexus sedans, and this ensures that if you're looking for oversteer, you'll likely find it.
As usual, technology and creature comforts abound. The optional navigation system is now a quicker hard-drive-based unit with 14 gigabytes of space available for storing music. If you love tunes, upgrade to the 450-watt, 19-speaker Mark Levinson unit. There's also an automated-parking option. Upgrades in back include available six-way power seats that are heated and cooled as well as the over-the-top Executive Class Seating package.
Lexus hopes to sell about 30,000 of these big sedans the first year, which seems reasonable considering more were sold in 2004. With new levels of luxury and attention to detail and a more robust lineup, the LS seems poised to remain on top.
