Lexus LS 600hL 2007 Review

What we liked
>> Performance
>> Surprisingly agility
>> Cabin and general NVH

Overall rating: 3.5/5.0
Engine/Drivetrain/Chassis: 4.0/5.0
Price, Packaging and Practicality: 2.5/5.0
Safety: 4.0/5.0
Behind the wheel: 4.0/5.0
X-factor: 3.5/5.0

OVERVIEW
Lexus has a new flagship. The range-topping LS600hL officially went on sale Down Under this week (November 19, 2007) and with it, says the carmaker, a host of world and Australian firsts.

The world's first production V8 hybrid; the first production car to use LED headlamps (not running lamps, the 600 gets LED low beams), and the first series use of an anti-submarining in-seat airbag; the LS600hL is also the first car to go on sale Down Under with a 'hands-off' automatic parking system (now also offered on the LS460). It is also the Lexus brand's first long-wheelbase variant and its first pure road car to feature a true mechanical all-wheel-drive system.

As much as anything, the 600hL is a statement for Toyota's premium brand Down Under. Indeed, in Lexus' own words it is a new "halo model" for the marque: both in terms of price and positioning, and its green credentials.

Local Lexus chief, John Roca, says the company plans to sell around 60 of the green limousines to "super-affluent" customers each year. This compares to around 200 LS460s.

Lexus' first model with a $200K-plus pricetag it could also be a watershed model for the maker... The car that proves once and for all, Brand L is really playing in the big league.

PRICE AND EQUIPMENT
Lexus' new V8 petrol-hybrid flagship is the first of the marque to break the magic $200,000 barrier. At $186,200, the LS460 came close but Lexus will demand a minimum $46,800 premium for the greener, 120mm-longer all-wheel-drive 600hL. That's for the five-seater, priced at $233,000. Australian buyers will also be able to opt for a four-seat LS600hL at an even $240,000.

Both versions feature rear recliners, but the latter gets the added luxury of an 'ottoman' fitted to the left-hand rear seat. This provides a full airline-style recliner experience (complete with multi-mode massage functionality). It also necessitates the fitment of the above-mentioned world-first in-seat (that is, it doesn't emerge once activated) airbag.

Save for the fancy seat and a more elaborate, fixed rear centre console (the five-seater's ancillary controls are 'hidden' in the centre armrest) the cars are identical. And in line with Lexus' policy to keep options to a minimum, LS600hL owners will have only two other decisions to make: interior and exterior colours -- the choice of ten paint colours; and five different interior trim schemes.

That's right, in contrast to the likes of Mercedes-Benz and Co, there are no options available. Mind you, we challenge you to find any substantive feature the LS600hL is lacking, save perhaps for the sports options offered in hotrodded versions a la the AMG-fettled versions of the S-Class Benz offers.

Where does one start? All the usual convenience features are a given -- everything from smart access and keyless start to a quad-zone auto climate control system (that uniquely gets infra-red rear passenger comfort monitoring), sunroof, Bluetooth hands-free, etc, etc. Then there's the multifunction trip computer and a steering wheel that provides functionality for the radar cruise control, the 19-speaker Mark Levinson surround sound system and brake hold. No need for Sir to push down that pesky brake pedal at the lights...

What about heated and cooled massage memory seats? Check... Powered boot and soft close doors? Check... Laminated side windows with rear and side privacy blinds -- check; front and rear touch screen DVD/audio entertainment systems -- check; digital television tuner -- errr, no. Well, at last we've found something's missing!

A conventional park assist is included with reversing camera but LS600hL drivers can go one better and activate Intelligent Park Assist (IPA). Standard on all LS models (including 460 post-August 2007 build) and an Aussie market first, IPA uses a system of sensors and the reversing camera to identify parking spaces and then, with minimal input from the driver, guides the car into the chosen parking spot. The system operates in both parallel and right-angled parking bays and requires the driver to operate the brake pedal only. All steering input is automatic, as are throttle applications.

The LS600hL also features a new-generation Intelligent Adaptive Front Light System that tweaks the headlamps to illuminate bends, junctions and parking spaces. In concert with the guaranteed for life LED low beams, I-APS 'bends' the 600's illumination to differing degrees based on whether the car is turning right or left. How did we ever live without 'em!

Seriously, it is almost pointless listing the full inventory of the LS600hL's equipment here. Suffice to say, it wants for very, very little.

MECHANICAL
And it's no shrinking violet under the skin either. Lexus claims a bevy of firsts for the 600 (see OVERVIEW) and it is a technical showpiece for the brand. It's also the marque's first long-wheelbase variant.

Following the likes of Mercedes-Benz's class benchmark S-Class Ls, the 600hL is based on its shorter stablemate, the LS460. The 460 is stretched 120mm in its transformation. Though a 600h 'shortie' is offered in some markets, Lexus says it has no plans to offer it Down Under. Similarly, there will be no 460L for the foreseeable future, Lexus boss, John Roca says.

The 460's four-wheel independent double wishbone suspension system is retained (with tweaks up front to accommodate front driveshafts). The suspension features electronically-adjustable dampers that offer Comfort, Auto and Sport modes.

Brakes and wheels are also LS460 sourced. The latter feature a 19-inch seven-spoke design in place of the 460's five-spokers, while the electronically controlled (brake-by-wire) braking system has been modified to work in concert with the hybrid system and the LS600hL's unique all-paw drivetrain (more later).

Steering is an electrically-assisted and electronically-controlled variable ratio rack and pinion system. Turning circle grows from the LS460's 10.6m to a not inconsiderable 11.8m. The increase is an often unquoted penalty of all-wheel drive and no doubt linked to the need to be kind to the front CV joints.

Also drawn from the LS parts bin but substantially revised is the 5.0-litre V8 that powers the LS600hL. The 460's engine is stroked (89.5mm up from 83.0) for a swept capacity of 4969cc and gets a new D-4S fuel-injection system that combines both direct and port-injection modes. The DOHC V8 also features dual variable valve timing with a new electronically controlled VVT-iE intelligent (there's that word again!) valve timing mode applied to the inlet cam only to further enhance fuel economy and smooth the normal start-stop operation a petrol-hybrid performs.

The base engine is no wallflower given its 290kW (at 6400rpm) power and 520Nm (at 4000rpm) outputs but Lexus makes the point cam timing, injection, et al are all focused on boosting economy. Nonetheless, given the V8's output is further beefed up via a pair of 650 volt 165kW/300Nm motor/generators, it's little wonder Lexus took the decision to equip the LS600hL with full-time all-wheel drive.

It's difficult to discuss the various components of the drivetrain in isolation, but before we delve into the combined gearbox and hybrid drive we'll dispense with the all-paw equipment.

Though based on the rear-wheel-drive LS460, the LS600hL features a full-time all-wheel-drive system comprising a limited-slip centre Torsen differential/transfer case which channels drive to the front wheels via a prop shaft. This differs from some mooted all-wheel-drive hybrids which in effect are two-wheel drives with electric wheel motors to provide extra urge at the 'non-driven' wheels.

In the case of the LS600hL, drive is normally apportioned with a rear-biassed 40:60 split but this can be 'tuned' from 50:50 to 30:70 (again rear-biassed) as conditions warrant.

Front and rear diffs are 'virtual' limited slip units -- the lock up is provided by brake traction control which forms part of Lexus' enhanced stability, traction control and steering feedback system called Vehicle Dynamics Intergrated Management (VDiM).

The LS600hL's raison d'etre is its hybrid underpinnings. A development of the same system that is used in the GS450h, it comprises a clutchless electronically-controlled CVT transmission that mechanically links the petrol V8 with two electric motor/generators and their attendant hardware.

The 600hL's L100F transmission replicates a conventional eight-speed auto and offers normal automatic (read: CVT) and sequential 'manual' modes. It also delivers eight stages of engine braking.

The hybrid set-up consists of two water-cooled variable voltage motor/generators, a power split device, a two-stage motor-speed reduction device, an electrically powered oil pump and a hydraulic system for two wet-type brakes that act on the second planetary gear set (also known as the motor-speed reduction device).

The two motor/generators are located inline with the transmission. The car's V8 and the first motor/generator (MG1) are linked by a planetary gear set that divides the V8's output to drive the vehicle and provide power to MG1 to create electricity. This electrical power drives the second motor generator (MG2) and/or charges the onboard battery bank (located, more or less, in the boot).

MG2 is in turn linked back to the abovementioned planetary drive (via the two-stage motor-speed reduction gear set) and so provides extra motive power (when required) as well as being able to act as a generator (to also charge the batteries) on the overrun and during braking.

Drive (whether provided by the V8, MG2 or both) is then channelled to the front and rear wheels by the abovementioned AWD system. In practice it's seamless and simpler than it reads -- see ON THE ROAD below.

The hybrid drive has its own discrete cooling system which also cools the inverter that is required to step up the voltage from the 288 volt battery pack to the 650 volts, at which the motor/generators operate.

The LS600hL also boasts a full EV (Electric Vehicle) mode that 'disables' the V8 when selected by the driver. This is good for around 2km at up to 40km/h, says Lexus. When the battery power is exhausted the petrol V8 chimes back in.

PACKAGING
Whether you choose the four or five-seat version, the LS600hL wants for little -- expect boot space.

Indeed, the biggest fault of the LS600's packaging the golf bag repository. Lexus claims 573 litres for the LS460 but is coy on the 600's figure. We'd suggest that the 600's boot loses close to one third of that capacity thanks jointly to the reclining seat mechanicals and the battery pack.

When the current Corolla sedan boasts better than 450 litres, and compared to the likes of the 7 Series BMW or S-Class Benz, it's manifestly inadequate. We'd have trouble fitting bags for two in the boot, let alone the Pings.

From the B-Pillar forward the 600's all LS460 -- that is to say, beautifully finished with supreme levels of comfort and adjustability for both driver and front passenger. Only the messy, button-on-button-on-button ergonomics and the fussy overall end result this dictates, detract from the in-car experience.

Lexus claims its cockpit is the most user-friendly in the business but we'll agree to differ. You might not be a fan of i-Drive or the similar systems fitted to other cars, but the LS is proof positive that upper-luxury vehicles with their myriad systems need a menu-based interface lest their instrument panels resemble aircraft cockpits... And require a checklist before take-off.

Probably best then that the driving environment takes a back seat, to the err, back seat, in the 600hL. It's not often we choose to sit in the back rather than drive for a fair portion of a launch route, but that's exactly what we did in the case of the LS600hL and the experience was commendably soothing.

As explained previously, the main difference between four and five-place LSs is the ottoman-equipped left-hand seat in the former version. This features a fold-out footrest which in operation also automatically folds away the front passenger seat to allow the VIP in question to stretch out and enjoy the space.

And trust us, there's plenty of space. All the extra 120mm has been added into the rear passenger area and the 460 was hardly lacking.

SAFETY
Right up there... That's the safety scorecard for the big Lexus. Indeed, the specs sheet is acronym heavy but all the 'must-haves' are standard equipment: sophisticated crash structure, multi-function electronically-controlled ABS, stability and traction control systems and a positive armory of airbags -- 11 if you count the anti-submarining bag that is incorporated in the ottoman seat to save somnambulant senators.

The all-wheel-drive system plays a role in boosting active safety. Indeed, according to Lexus insiders the move to all-paw traction was due to the fact both the stability and traction controls had to work overtime to tame the prodigious torque of the V8 and electric motors in unison. Unlike conventional stability control systems, Lexus' VDiM can also apply steering corrections to help bring the car under control in emergency situations.

And if the worst happens, the LS600hL features a radar-based pre-collision system that readies the car (and its occupants) for the big one. Actions include retracting the slack in the seatbelts and "adjusting the brake controls for maximum braking performance."

Lexus says the electrical infrastructure required by the LS600hL's hybrid drivetrain does not pose an additional safety risk in a crash. All high voltage cables, etc, are colour-coded and the system incorporates sensors to shut down in the event of an incident.

COMPETITORS
Lexus claims a huge financial advantage for the LS600hL over its competitors. In calculating the six-figure sweetener, however, the marque positions the 600hL against the 12-cylinder long-wheelbase equivalents from Mercedes-Benz, BMW and Audi.

Whether true shoppers will compare the 600hL against the likes of the $365,974 Mercedes S600L or a cheaper S-Class (or BMW or Audi equivalent) such as the $205,874 S320 L or the upcoming turbodiesel S320 CDI L is debatable. Our belief is that it'll be the green 'posturing' offered by the Lexus that drives people to consider the Lexus rather than any true or manufactured price advantage.

Indeed, the 'competition' discussion is probably a moot point given that of the 60 LS600hL's Lexus will have to sell Down under in the next 12 months, around half are already pre-sold.

Lexus is making much ado about the "guilt free" nature of the LS600hL's luxury and performance. Call us cynical but we're not sure the difference between driving a 2400kg $240,000 300kW-plus 250km/h four-seater hybrid and the commensurate conventionally-engined bahnstormer is going to do much to help save the planet.

ON THE ROAD
While the whole-of-life 'piety' of petrol hybrids will be debated by many, the on-the-road credentials of the 600 are impressive. Despite weighing in at SUV-like 2430kg (325kg heavier than the 460), the big LS beats the likes of Toyota's four-cylinder Camry in claimed fuel economy.

In ADR81 testing the LS returns 9.3lt/100km. This translates to a carbon dioxide output of 219g/km. By way of comparison the Camry pumps out 233.

Over our local launch drive from the centre of Sydney to the Blue Mountains and back the real world economy was close to the claimed mark (less than 10.0lt/100km). In fact, until we started to exercise the LS600hL's 5.0-litre direct-injected petrol V8 on the Bells Line of Road, the average consumption figure was hovering around 8.4lt/100km. Phenomenal.

Yet despite the 600hL's temperate habits there's no shortage of urge. The V8 produces 290kW and 520Nm -- up 10kW and 27Nm over the 460's conventional V8. Add to this the electric motor's 165kW and almost instantly available 300Nm and it makes for a very potent powertrain.

Lexus says the 600hL's combined power output is equivalent to 327kW. There's no easy way to calculate the amount of torque the green limo puts to the ground but the clue's in the drivetrain -- circa 800Nm and rear-wheel-drive only doesn't make for serene performance it seems.

Harnessing all that oomph via all four wheels, Lexus can claim a 6.3sec 0-100km/h acceleration time for the LS600hL; a scant 0.1sec slower than the LS460. Top speed is an identical electronically-limited 250km/h.

The all-wheel-drive system has another bonus. Push on in the LS600hL and there's little of the plough-like feel some long-wheelbase limos exhibit. No, it's no sportscar and it pays to make your lines smooth and flowing, but think 'smooth in and fast out' and stay on the throttle and you'll be amazed at the cross country pace of the big Lexus.

Turn-in is crisp for a big car with AWD and the steering effort is higher than you'd expect, given its limo credentials. Indeed, there's a fair degree of steering feedback, especially on uneven surfaces as the driven front wheels 'hunt' for grip. Overall the experience is confidence inspiring -- more engaging than the anodyne steering of the 460.

Switch the adjustable dampers and engine power button to 'Sport' and the car exhibits the sort of feel you'd expect from a smaller four-door -- think 5 Series or one of the well-fettled local execs. The ride remains well resolved but there's less pitch and the car settles quickly over undulations thanks to firmer damping settings.

In contrast, in 'Comfort' the ride is pillowy soft but a little too 'at sea' for our liking -- especially on the open road. In reality most owners will never move the centre console located switch from the intermediate 'Auto' setting.

They may choose to use the Sport setting for the engine/hybrid drive/gearbox more often, however. This significantly enlivens throttle and gearbox response. Not that the combination is anything other than syrupy -- ever. Though the gearbox is a CVT there's none of the 'slipping clutch' characteristics less resolved units exhibit.

We could very easily live with such a responsive and intuitive transmission in any car. Even a sportie (God forbid!), thanks to a sequential manual mode that's encouragingly lively.

We could also very easily live with LS600hL's hybrid power delivery too. In this latest incarnation, the Lexus/Toyota system is absolutely seamless. Indeed, if not for the fancy power distribution graphics you can dial up on the nav/audio display and a dash-mounted gauge, it would be easy to forget about its operation altogether.

For normal starts, only the electric motor is used until more power is needed. It's then the V8 engine starts up automatically (and almost silently). With 300Nm of torque available from the electric drivetrain, there's usually only modest demands placed on the petrol powertain around town. And combined, there are enough neddies to scare sportscars and post a 14sec quarter mile.

When you're cruising, the V8 wafts along, its power being shared between driving the car and charging the battery pack. On overrun there's more charge channelled to the batteries thanks to the regenerative function, which in turn means when you do need to put the foot down, there are deep reserves of seamless grunt always available. Great stuff.

Even the slightly odd sensation of the petrol engine shutting down when you come to a standstill is quickly assimilated. Hybrids may not be THE answer for future mobility, but the LS600hL shows they are ever more capable and will be ONE of the components of change.

In the here and now, up front we'd prefer slightly firmer seats with better lateral location, but we enjoyed the ability to cool the seats on a warm Spring day and found no problem in finding a driving position that was just so.

The real story is the comfort levels are 'in back' -- after all, it's this part of the experience that defines whether the captains of industry will give the LS600hL the thumbs up.

While this tester didn't get to sample the full delights of the reclining ottoman seat, we can confirm the amenity of the rear cabin, its acres of legroom and the effectiveness of the infra-red skin-temperature sensing auto climate system. Again we'd have liked a cushion that's a touch firmer (and this tester couldn't quiet get comfortable with the static squab angle -- it was a touch too reclined for my liking) but my fellow backseater had no trouble.

Being chauffered to a waiting flight (scheduled 767, not chartered Gulfstream V, alas) all that was left to do was sit back and enjoy the workmanship and the serenity of the 600's carriage.

As noted hereabouts, it's easy to be cynical about hybrid drive in a vehicle that is literally 'conspicuous consumption' on wheels. If that's the case, then perhaps laud the LS600hL for its amazing blend of performance, luxury and economy.

There is quite simply nothing else that comes close.