2018 Lexus LS Reviews, Pricing & Specs

Here’s where Lexus design splits like American politics. The front grille, which Lexus calls a spindle, does not cater to traditional tastes. To some, the wide-mouthed, jagged-edge look resembles a robotic fish or an angry vacuum cleaner. But to others, the deep, textured black hole of triangles surrounded by sharp cuts, creases, and slanted LED headlights is unique and aggressive.

Of course, this style may not prove to be timeless. In fact, it probably won't. But, today, the LS 500 is immediately recognizable (it helps that the entire car is appropriately long and wide, making that enormous front section seem necessary). On our F Sport trim, the gray 20-inch wheels, blacked-out grille, and reshaped air intakes suggest speed, though there’s still plenty of chrome. The arching wheel wells bulge ever so slightly from the body, which employs gentler curves along smooth sides. In the rear, there’s a stout, squared-off trunk lid and a simpler treatment to the taillights and bumper than up front. You could mistake it for the new Toyota Avalon.

You won’t make such a foolish error inside. Our car’s red and black leather interior, combined with microsuede and bright aluminum trim, was decadent at every touch. That’s a given, of course. But the detailing—the layers of trim stacked on top of each other, vertical stitching along the doors, curved thin lines of aluminum, a backlit display of more curved lines above the glovebox, armrests that appear to float—will make your eyes water. In a good way. This trim isn’t the most luxurious, since it’s meant to be a driver’s car. Select a regular LS 500, and you can spec it with laser-cut glass trim, origami fabric hand-woven into the doors, herringbone wood, and other exotic woods and leathers in stunning patterns and colors. There’s no other luxury sedan this wild inside.

The LS 500 comes with one powertrain. Instead of the previous model’s V8, the new LS employs a twin-turbo 3.5-liter V6 with 416 horsepower and 442 pound-feet of torque mated to a 10-speed automatic transmission, and with either rear- or all-wheel drive. The LS 500h is a gas-electric hybrid with two electric motors, a lithium-ion battery, and 354 combined horsepower. The hybrid’s transmission combines a continuously variable transmission and a conventional 4-speed automatic to simulate the ratios of the 10-speed. We’ve experienced that powertrain in the mechanically identical LC 500 coupe and came away impressed by its smoothness, thrust, and seamless blend of electric and gas-powered operation. In the all-gas LS, acceleration is strong across the rev range, and there is no noticeable lag. Trust us: With two turbos and 10 gears on board, you won’t miss eight cylinders. But if you really, really like driving, the LS 500 F Sport—specifically, this rear-wheel-drive version with the optional $9,700 F Sport Performance Package—is the way to go.

In short, this trim makes the LS 500 feel like a luxury cruise ship that corners like a speedboat. It combines rear-axle steering, active stabilizer bars, staggered summer tires, and variable-ratio steering to give the impression that the car is riding on a wheelbase as short as a small Subaru's. The rear-axle steering makes tight, low-speed maneuvers a breeze—you can make U-turns like you would in a compact car—and at higher speeds, it makes the steering ultra-responsive. Combined with our car’s adaptive air suspension and the F Sport’s stiffer tuning, the LS 500 is rock solid on twisty roads in a defiantly un-Lexus fashion. It’ll still sail along in Comfort mode, absorbing pavement cracks as if they were nothing but twigs, but in Sport+, you won’t be prepared for how well it handles, brakes, and steers.

Fuel economy is rated at 19 mpg city and an impressive 30 mpg highway for RWD models. The AWD version knocks this down to 18/27, while the hybrid injects significant gains at 25/33 (RWD) and 23/31 (AWD). Over 830 miles, primarily on highways, we averaged 22 mpg, or one less than the EPA’s 23 mpg combined estimate.

There are some glaring issues with this car’s functionality, but first among them is the annoying touchpad Lexus continues to employ in all its cars. It’s difficult to maneuver the cursor anywhere on the screen, which often leads you to 1) select the wrong item, 2) press the wrong button on the center console, 3) swear out loud, or 4) all of the above. The main screen is not touch-controlled, although the voice assistant does respond quickly to navigation addresses and other functions. Still, the graphics are lower in resolution and frankly, look like they came from a Toyota Highlander. The instrument cluster is a similar affair. While it’s nifty to see the tachometer bezel slide to the right, revealing a secondary screen, it all looks the same as in the entry-level IS sedan. Lexus can and should do better for its flagship model. We’re also peeved that Lexus doesn’t include rear-seat amenities for power reclining, massaging, and other functions on the F Sport, as they’re available on regular LS 500 models.

Problems aside, the LS 500 is spectacularly roomy in every dimension. Door openings are gigantic, so there’s never an issue with slouching or crouching when entering or exiting the car. Sightlines for the driver are also exemplary. A 17-cubic-foot trunk swallows just about everything (and it should, given the rear seatbacks don’t fold down). But the infotainment system’s poor functionality—not its features—are the main drag on an otherwise stellar experience.