high-riders that kneel to let occupants in, the LS’s entry mode
raises the body up on its tippy-toes. It’s a simple and clever accom-
modation that we appreciate even more since it erodes a corner-
stone of the crossover’s success: its easy, slide-sideways ingress.POWERTRAIN
At its launch, the LS will be powered by an all-new twin-turbo-
charged 3.5-liter V- 6. The 60 -degree block and heads are alumi-
num, and a pair of turbos developed in-house are integrated into
the exhaust manifolds. The engine’s signature, however, is an
exceptionally long stroke—100.0 millimeters in an 85.5-millimeter
bore—that Lexus claims enables the engine to achieve new levels
of thermal efficiency. It also allows it to make 414 horsepower and
443 pound-feet of torque.
Backing up the six is an all-new Aisin 10 -speed automatic. Like
the Ford/GM 10 -speed [see “Explained,” page 059] that recently
made its debut in the F-150 and Camaro ZL1, it’s aimed more at
packaging CVT-like flexibility into a traditional automatic than
stretching the overall ratio spread—though, of course, it does
achieve the latter as well.
Rear-wheel drive is standard on the LS, while all-wheel drive will
be an option. Lexus isn’t discussing other powertrains yet, but this
being Lexus—and with the LC offering one—we expect a hybrid to
join the lineup shortly. And with the Germans all packing V-8s and
even V-12s in their full-size sedans, Lexus would be foolish to cap
the LS at six cylinders. We do not believe Lexus is foolish. Nobody
at Lexus will cop to it, but, seeing as Lexus’s current V-8s all date
fairly deep into the last decade, we suspect they’re working up a new
one to take on the smaller, higher-output Teutons.CRYSTAL BALL
Our preview of the Lexus LS included a short drive of some early
engineering mules. Engineers were still finalizing powertrain
calibrations, so we can’t comment on the twin-turbo six at this
time. But with the optional air springs, the ride is excellent, and the
rear-wheel steering helps the LS feel surprisingly nimble without
compromising straight-line stability. The steering is satisfyingly
hefty and the brake pedal progressive. The original LS won the first
comparison test we threw it into in 1989; we’ll find out in another
year or so if its latest descendant can repeat that feat.001
IN AN APPARENT
EFFORT TO MAKE
P R I U S O W N E R S
FEEL AT HOME,
LEXUS ADOPTED
T H E H Y B R I D ’ S
D O P E Y S H I F T
PATTERN. BUT THE
SHIFTER ITSELF IS
A LOVELY PALM-
SIZED LEATHER
NUGGET.
002
TAILLIGHTS THAT
LOOK LIKE THE
SLASHED FLESH
OF A BEAST WITH
HELLFIRE FOR
BLOOD ARE NOW A
SIGNATURE LEXUS
STYLING ELEMENT.
003
THOSE WOUNDS
MIGHT HAVE COME
FROM THE CHROME
L O W E R - B O D Y
STRIP, THE REAR-
MOST EXTENT OF
WHICH IS MEANT
TO EVOKE A
KATANA BLADE.
LEXUS STYLISTS SOUGHT A MIDDLE GROUND BETWEEN
THE TRADITIONAL SEDAN SILHOUETTE AND THE BURGEONING
FOUR-DOOR-COUPE AESTHETIC.
003
019STYLING
From the outside, it appears as though Lexus
thinks Infiniti and Mazda do Japanese style
well. Aside from lesser Lexuses, it’s the form
language of those brands that the LS emulates
most, with its flowing compound curves juxta-
posed against sharp creases. Lexus’s spindle
grille again rivals a largemouth bass for maxi-
mum maw-to-face ratio and, as on the new LC
coupe [see page 082], the spindle shape
repeats on the trunklid and rear fascia. Also
shared with the LC is the dramatic rake of the
LS’s windshield. Overall, the LS is rather low
and sleek for such a large car. Lexus stylists
sought a middle ground between the tradi-
tional sedan silhouette and the burgeoning
four-door-coupe aesthetic. In profile, the LS is
a sedan with a slightly swoopy D-pillar, but
viewed more from the front, the car’s tapering
haunches mean the trunklid disappears and
the car takes on a distinct hatchback crop, like
a Japanese Porsche Panamera.0 0 2