Lexus LS 2018 Review

When refinement is something to shout about

Lexus has a reputation for building quiet cars that are very refined too – and most importantly, cars that won't fall apart on Australian roads, or cost a fortune to maintain.

And based on the 2018 Lexus LS sedan range, the brand is capitalising on its traditional strengths, while also working on its weaknesses.

To put the new Lexus LS through its paces, we travelled to Tasmania's east coast, transiting out of Hobart. There was unfortunately no opportunity to drive a Lexus LS F Sport model, which is the variant providing the more dynamic driving experience, according to Lexus. Only about 30 per cent of buyers will choose the F Sport over the more expensive Sports Luxury variant, so we did drive the volume-selling models at least.

On Tassie's country roads it was immediately apparent that even the LS 500 tested first up struggled to suppress tyre noise completely. The powertrains of the Lexus LS 500 and the hybrid LS 500h were utterly inaudible when cruising, however, and there was just a light rustle of wind over the bodywork at speed.

Although the LS comes with run-flat tyres, the suspension just soaked up bumps and undulations like a sponge. Even on roller-coast roads beaten to a pasting by trucks, the body control of the Lexus felt quite well controlled. There was some pitching evident at times, but that was more a result of the car's long wheelbase and air suspension. Even with the suspension set to Sport or Sport+ drive modes the LS 500 rode nicely, but just a little jiggly at times.

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Large, but not cumbersome

Although the Lexus LS is longer than any of its direct competitors in short-wheelbase form, it can turn pretty tightly, which will make it quite practical when parking, backed-up by camera and acoustic guidance. On top of that, the car's steering was very lightly weighted in Comfort mode. Many buyers will doubtless prefer it that way.

The steering firmed up and felt more communicative in either of the Sport modes. At speed, the LS 500's steering response was appropriately quick – neither too nervous, nor too snoozy. Handling was tidy and the roadholding also met the required standard.

The two Sport modes also provided faster response from the engine for overtaking. There was no issue with the performance available, but power arrived slightly later than desirable when the LS 500 was left in Normal or Comfort modes. While subdued and free of any unwelcome harshness, the twin-turbo V6 was no V8. It sounds fine with throttle open, but may disappoint buyers preferring the rich, base note of a V8.

Like the twin-turbo performance model, the LS 500h was trimmed to flagship Sports Luxury level. The hybrid V6 emits quite an unusual engine note when working. It sounds hollower somehow — not unpleasant, but certainly different from the higher-performance engine.

One trait apparent with the hybrid during overtaking manoeuvres, however, was the droning noise from the engine, courtesy of the continuously variable transmission component of the multi-stage hybrid drivetrain system. That was with the pedal pressed all the way to the floor, of course.

Driven in the same manner as the twin-turbo car, the hybrid returned a fuel consumption of 9.0L/100km – just over a litre less than the conventional LS, which finished up at 10.1L/100km. Expect the hybrid powertrain to widen the gap between the two around town, where hybrids usually excel.

Maybe due to different weight distribution or just lighter weight, the LS 500 felt a little more agile changing direction than the hybrid, and the steering required slightly less correction at the straight-ahead.

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Equipped for chauffeur-driven comfort

While not contoured aggressively, the seats in both cars were softly-cushioned and came with an extensive range of power adjustment, including lumbar and seat base extension, to suit different physiques. They were supportive enough in the LS application — not seats for racers, but they hardly need to be. Comfort is the primary consideration here. That, and safety, which is enhanced with seven airbags, plus two more in the Sports Luxury model for the rear seats.

The driving position provided the right relationship to pedals and steering wheel, with the major instruments easily read through the wheel. For the most part, the LS is an easy car to operate. The controls are mostly where one would expect them to be, except the indicator stalk is actually on the right side of the steering column — something almost unprecedented in this German-dominated market segment.

Gear selection is a process that takes some ergonomic ideas from Europe and one from Toyota's Prius — a separate Park button, rather than a detente, and a spring-loaded lever the driver draws across to the right and then aft to select Drive or forward for Reverse. Once familiar it's quite simple to use.

But where's the parking brake? Rather embarrassingly, after a week of driving a Porsche I popped the bonnet of the Lexus while floundering around for a switch to release the parking brake. It turns out that the latch is on the other (left) side of the steering column, tucked away secretively just like its counterpart in the mid-sized GS sedan.

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Graphic novelty

Apart from the Normal drive mode, which is the default from start-up, there are also Individual, Comfort, Eco and the two Sport modes already mentioned. Each of these comes with a different graphic theme for what Lexus calls the 'combination meter', the large instrument display that bundles all the major 'metric' functions in one. Although first impressions suggest it would be complex to read at a glance, in practice that's not the case.

While the interior of the Lexus is finished to a very high standard, as expected, the dash and centre fascia pairing is something of a mixed bag, and it boils down to aesthetic and ergonomic preferences. Lexus has ditched its 'haptic' mouse-like single-point controller, replacing it with a touch-pad, which is a bit clumsy to use. Fortunately, there are redundant buttons in the centre fascia for basic audio and climate control functions, plus auxiliary switches on the steering wheel and the adjustment switchgear on the seat base.

For the new LS, the dash and centre fascia have evolved from the most recent iteration of Lexus design. The 12.3-inch infotainment screen remains set deeply within the dash, rather than in a tablet perched on the dash. It's easy enough to use and liberates the designers to fashion a flat top for the dash, running across to the passenger side of the car.

This is yet another subjective viewpoint: the instrument binnacle looks like a monolithic afterthought, but it is quite practical, with the switch for the drive modes located on its left, near the top.

The glovebox is not very large, but there is additional storage under the centre armrest, which is also home to two USB ports and a 12-volt power outlet — with more USB ports servicing the rear seat.

The Mark Levinson audio system's 23 speakers total 10 more than the total for the entry-level Mercedes S-Class. It's a system that has received an unqualified commendation by our resident Road Test Editor, Matt Brogan, based on his assessment during the international launch of the LS.

Sadly, despite the undeniable achievement, bringing such a finely-crafted car as the Lexus LS to market, it's part of a dying breed. Even the Benz S-Class is not immune from the gradual decline in the market segment for large cars over $100,000. In that context, the challenge for Lexus is to take sales away from existing competitors, rather than find buyers new to the segment. Can the LS do that? It will be an interesting contest...