Let's be honest. Luxury vehicles are more about prestige than the actual product. Toyota realized this when it began developing its first truly high-end offering in the 80s. While it saw great success selling the Camry, Corolla, 4Runner, and even Corona, the company had to take a different approach to market its flagship sedan. Thus, Lexus was born. The brand launched in North America in 1989 with a single vehicle, the LS400 (also known as the Toyota Celsior in its home market).
Lexus' LS soldiered on for a little over a decade with the same exterior styling, receiving small updates here and there. A longer wheelbase accompanied the second-gen update in 1995. The third-generation Lexus LS ushered in more drastic changes, including a new exterior, interior, 4.3 L V8 motor, and a name change to LS430. Then came the fourth generation, for Lexus' 2007 model year, which transformed the LS sedan into something sportier. A refresh in 2013 imparted an even more aggressive look that fell in line with the rest of the model line-up.
But does Lexus still have what it takes to compete in a luxury segment dominated by Mercedes, BMW, and Audi, while fighting off increasing competition from Hyundai and Kia? We spent a week in the flagship LS600h L hybrid executive sedan, hoping to answer that question.
The second-generation Lexus LS400
The LS600h L has a base price of $119,910, but our press car came with the executive-class seating package that adds recliner functionality, a Blu-ray-based rear seat entertainment system, and many other goodies to bring the grand total to $128,529. That's about $13,000 more than the competition we tested in 2013 Audi A8L: Nvidia Graphics, Wi-Fi, LED Lights, And Google Earth (or the price of two Hyundai Equus Signatures). The example we tested was a 2013 model year, but it's very similar to the 2014 offering except for a few option package changes.
Lexus' hybrid LS is only available as an extended-length sedan, which adds an extra 4.8 inches to the wheelbase, bringing it to 121.7 inches for some extra rear legroom. If you're looking for the improved fuel economy promised by hybrid technology from a short wheelbase LS, you'll have to look elsewhere.
As of 2005, Lexus is completely separate from Toyota with its own team of designers and engineers. Gone are the Aristo, Altezza, Celsior, and Windom. This is a good thing though; Lexus gets a styling language of its own, further differentiating its line-up from Toyota’s.
For its 2013 model year, Lexus incorporated a trapezoid grille into the LS600h L, matching the rest of the company's portfolio. Despite a concerted attempt at fitting the exterior with a more aggressive aesthetic and offering an F-Sport version of the lesser LS460, the LS600h L isn’t very exciting to behold. It isn't ugly. Rather, the car is decidedly bland like Hyundai's Equus.
Fortunately, LED headlights come standard on the LS600h L. We adore these whenever we run across them. Lexus' LEDs are extremely bright and light up the road effectively. However, the headlight design isn’t as edgy as what we've seen from Audi and Acura. Overall, the vehicle's front end is clean, finished by a giant Lexus badge. Since our LS600h L didn't come with adaptive cruise control, lane departure technology, or forward collision warning systems, there aren’t any extra modules or sensors to conceal.
The emphasis on lighting continues around back with all-LED taillights that are big and bright. Lexus tries to spice up the rear end a bit with rhomboid exhaust finishers adorned with chrome, but the whole package still strikes us as boring.
Sit down in the driver’s seat and you’re treated to a smartly laid-out interior boasting excellent ergonomics. Lexus offers various trim options on the LS600h L, from ash burl to walnut wood. Our test vehicle came with bamboo, though. As much as I like the material for its sustainability, it doesn't look particularly elegant in a high-end car, and ends up coming across cheap. Then again, since the LS600h L is a hybrid, it makes a little more sense to highlight the eco motif.
The 16-way adjustable driver’s seat is both comfortable and plush. Front seat passengers are limited to 12-way adjustments, though at least they still get lumbar support. Both seats are heated and ventilated. I didn't use the seat coolers because it was still too chilly outside during my week with the car; however, the warmers worked well. They just don't toast your rear like Audi's (this sounds like a good thing, but sometimes, when it's cold out, you really want to crank the seat heat).
Wrap your hands around the steering wheel and you’re treated to leather and bamboo. The leather portions are heated for an extra bit of luxurious comfort on cold winter days.
Lexus doesn’t get too crazy with the LS600h L gauge cluster. When the car is in Sport or Sport+ mode, the left gauge functions as a tachometer. In Normal and Eco, it displays the power delivery status of Lexus' hybrid system. If you prefer one or the other, you can have the gauge always operate as a tachometer or an eco indicator, too. There is a small screen sandwiched between the left and right gauges that serves as a fancy trip meter. Regrettably, it doesn't show navigation directions.
Usually we’d complain about a lack of integration between the navigation software and gauge cluster. Lexus has a compelling explanation, though. Mounted high and center in the dashboard is a massive 12.3-inch LCD display for the company's infotainment system. It's the same type of display that Cadillac, Jaguar, Range Rover, and Hyundai employ. The display is recessed into the dash with an overhanging lip to minimize glare. You'll have no trouble seeing it from the driver's seat and, surprisingly, you can glance over at it faster than looking down into the gauge cluster.
Below the infotainment display is an analog clock with white markings on a silver background. It’s classy, to be sure. But Lexus lamentably leans on that clock as its sole timepiece, eliminating a digital readout in the gauge cluster or LCD screen. That's one of my pet peeves in luxury-oriented cars. I get it; analog clocks look nice. But they can't be read as quickly. It's ironic to me that we're subject to in-motion navigation lockouts to combat distracted driving, and yet automakers force us to tell the time on analog clocks.
The star of Lexus' navigation system is the mouse-like control interface to the right of the shifter, dubbed Remote Touch. Lexus sculpts its controller with excellent ergonomics. It’s comfortable to use as your elbow sits on the armrest. Remote Touch works like a mouse; you move a cursor on-screen with it. Since the infotainment display is split into two sections (two-thirds corresponds to the function at hand and one-third is dedicated to primary operations like climate, radio, and fuel economy), the mouse only moves freely in the section you're using.
If you want to access the smaller area of the screen, give the mouse an extra nudge. This mechanism prevents you from accidentally switching the function in focus. It's different from what we've seen out of Germany, but still quite effective. If you use a mouse all day, you'll get the hang of it quickly.
In fact, the controller is also a mouse-like button that clicks to select menu items. It's complemented by four buttons for menu, scroll up/down, and direct access to the map/repeat the voice command. My only complaint about Remote Touch is the lack of a back button. The menu button takes you to the home screen and the scroll button makes cycling through lists quick, but navigating to a previous menu requires that you mouse over to the back button on-screen and click it.
SiriusXM and HD Radio are standard on the LS600h L. The infotainment system supports basic radio playback functions, but doesn’t enable time shifting like some other cars (not that this is feature I particularly care for). There is, however, one feature that the LS600h L boasts, which competing manufacturers should follow: mixing SiriusXM and HD Radio presets.
In theory, the capability is simple. It's a nice touch, though. I prefer the quality of HD Radio broadcasts, but sometimes SiriusXM has the music I want to listen to. By intermingling the presets rather than requiring I change sources every time, I can enjoy Pop2K on SiriusXM and the old-school lunch on KUBE 93 interchangeably. You're given access to 36 preset spots, which should be more than enough.
Flash drives and iPhones/iPods are supported through a USB port located in the front armrest. The user interface is straightforward; you can navigate by folder or track information (album, artist, genre, etc.). I was annoyed by one facet of folder-based navigation, though. Instead of maintaining the directory structure of your flash drive, Lexus' infotainment system only shows folders with music files. For example, let's say you organize your tunes in such a way that they show up as Music\Rap\Eminem\The Marshall Mathers LP. You don't see that in the LS600h. Instead, the infotainment system only shows The Marshall Mathers LP. This becomes problematic if you only remember artists and not album names.
So, overall, the radio functionality is excellent, while USB-based media playback can get a little clunky, depending on how you organize your library. It's not unusable by any measure; Lexus does well enough here.
Mark Levinson Premium Sound
Lexus taps Mark Levinson, another division of Harman, for the LS600h L's premium audio system. The standard premium package pairs 19 speakers with a 450 W amplifier. The 7.1-channel sound system features three-way front and rear channels, two-way center and rear deck channels, and a subwoofer to create in-car surround.
The Mark Levinson sound system worked great for movies, but I couldn’t get it dialed in for the music I listen to (hip hop, pop, rock, some trance, and some country). It simply doesn't offer enough mid-bass for my tastes. The tweeters are fairly detailed though, and they don't sound overly bright.
Lexus calls its suite of telematics and apps Enform. The package includes Bing search, iHeartRadio, MovieTickets.com, OpenTable, Pandora, Yelp, and Facebook Places. Accessing the software requires an Android or iOS device connected to the LS600h through Bluetooth, with a companion app installed on the device. While some vehicles simply exploit an accessory mode that requires each app to be installed on your smartphone or tablet, Enform works independently of the standalone apps.
Instead, it requires you to register for an Enform account, and then link the various apps accounts separately. From there, you simply sign into Enform in the companion app. That's it. The vehicle merely uses your mobile device for its data connection. Of course, this has its advantages and drawbacks. As a pro, you don’t need all of the software composing Enform installed on your phone. But that also means you can't just park your car, take your device with you, and continue listening to the same song.
Even still, the apps work as advertised, albeit at varying performance levels, depending on your data connection. I’m on T-Mobile and noticed slower-than-expected loading/connecting. But once the music starts, I didn't run into any drops or buffering issues.
The Enform suite does require occasional updates though, which can become bothersome since the process is slow. Lexus relies on the Tweddle Connect API. Unfortunately, the process isn’t particularly elegant; it downloads packages over the air, rendering the app suite inaccessible in the meantime. I'd prefer to see updates bundled with the Enform companion app and transferred from there instead of relying on the varying speeds of 3G and LTE, all the while burning through your data allowance.
I consider the app suite to be interesting. I like using Pandora in the car, but the other titles aren't as vital to me. Sure, it’s nice to have access to Yelp reviews, purchase movie tickets, make dinner reservations, or search for points of interest through Bing. But the vehicle can’t be in motion. It's far easier to have my wife perform those duties as I drive. At least Lexus doesn't charge for the ability to essentially tether your phone to the car, so we have to appreciate its fortitude in resisting the temptation to nickel and dime us.
Data Services And Safety Connect
Enform includes telematics and safety assurance services for those of you willing to pay almost $265 annually (the first year is free when you buy the car new). Paying that fee opens up a useful destination assistance service to you, which we'll cover in greater detail on the next page, along with eDestination services that let you plan trips online and then send them to the car. Most important, the Safety Connect adds roadside assistance, emergency assistance through an SOS button mounted between the sunroof controls, a stolen vehicle tracker, and automatic collision notification.
If you only want Safety Connect, you can purchase those peace-of-mind services for just under $140 a year. Of course, that leaves us wondering what the extra $125 pays for. The answer isn't particularly savory: you get the aforementioned eDestination service and access to the destination assistance line, which is ridiculous. Previously, the costlier package was required in order to use the data-sucking Enform app suite. But Lexus subsequently made it free to use without any subscription. So, unless you use eDestination or the destination assistance service regularly, there’s little reason to pay $265 per year instead of buying the $140 package.
Lexus' navigation system benefits from an easy-to-use interface. There aren’t many submenus to cycle through as you enter directions or search for points of interest. However, the maps are lacking compared to the company's German competition. They're good-looking and punctuated by clear colors, but 2D is something you'd expect from a more affordable vehicle. Stepping up to a car with a base price around $72,000, I want to see 3D maps with building details. Shoot, Audi goes even further and includes Google Earth overlays. That's available across the company's line-up, starting with the A3.
If you like the ability to search for directions while the vehicle is moving, you're going to be disappointed. Lexus' navigation system employs a movement lock-out that keeps you from entering destination while the LS600h is in motion.
Fortunately, the voice controls work well and are quite accurate, even if it's somewhat arduous to navigate menu screens that way. Lexus does have a better alternative for customers subscribing to Enform in its 24-hour concierge service.
Destination Assist connects you to a live operator that will search for any location or address on your behalf. This operator has the power of Google at their fingertips, and we found them to be very friendly. In my experience, Destination Assist is easier and faster than trying to navigate menus via voice command. And because the Lexus has telematics services, the operator simply sends the address to your car and you're on your way.
Phone Integration
Bluetooth phone integration through the Lexus navigation system is fairly typical. Android and iOS are officially supported with familiar hands-free functionality, contact list transfer, and call history. Text messaging is enabled on phones with Bluetooth MAP (message access profile) support. The system won't display messages while the LS600h is moving, but it does facilitate text-to-speech. And you can select a quick reply while you're driving. Replies are pre-programmed, though you can create your own presets as well, so long as the car is stopped.
Drivers who use Siri on a daily basis will be happy to learn that Lexus' navigation system supports Eyes Free. This opens up access to instant messaging, e-mail, random question searches, and turn-by-turn navigation with Apple Maps. I'm not sure why anyone would use Apple Maps instead of the integrated navigation system, but those other Eyes Free capabilities are quite nice. Simply hold down the off-hook phone button, wait for a beep, state your Siri request, and it plays through the vehicle speakers.
There was some audio popping that happened when we tested through Siri Eyes Free. However, those same issues plagued the Chevy Sonic as well, suggesting the issue might be with iOS. Everything else came through clearly.
Step into the backseat and you’re treated to a number of comfort-oriented amenities, typical of other long wheelbase executive sedans. Our press car came with the executive-class seating package, which is perhaps most notable for its power reclining chair for the rear-right passenger.
I enjoyed the adjustable and massaging seats in Audi's A8L and Hyundai's Equus. But the power recliner is in a league of its own. The chair is very comfortable, of course. Press the auto relaxation button, though, and the front passenger seat is pushed all the way forward as the rear chair reclines. Don't worry if you're sitting up front; the feature doesn't work with a passenger up there. Moreover, the rear chair returns to its usual position if the front passenger door is opened.
Flip open the back seat's center console and you’re presented with another treat: a wired remote to control the seat massager. The little motors do as much as they can; just don't expect a substitute for the real thing.
Reach up and release the nine-inch LCD display for rear seat entertainment, which flips down. Lexus doesn’t specify a resolution and the company makes no mention of it being HD-capable. Unfortunately, company reps were unable to help clarify for us.
There's a Blu-ray/DVD player with an SDXC slot driving the entertainment system. Lexus is to be commended for supporting Blu-ray media. We did try playing a couple of movies ripped to an MKV container format, but didn't have any luck. The system didn't have any trouble reading our 128 GB Patriot SDXC card, at least.
Lexus gives you three options for audio output. There’s playback through the car's speakers, of course, included wireless headphones, or you can bring your own headphones. The premium 5.1-channel Mark Levinson system responds well to movie soundtracks. The surround functionality works well, too.
You get a single set of RCA inputs for connecting your own video devices. HDMI is the interface of choice for home electronics and mobile devices though, so it's disappointing to see Lexus' technology trailing so far behind. For a car that sells for more than $100,000, I'd really expect more modern I/O, especially since you can find better on some rear seat systems from Honda and Chrysler.
Usually, the long wheelbase Lexus LS includes a refrigerator right below the Blu-ray player when it comes optioned with the executive-class seating package. However, due to the hybrid system's battery pack, the LS600h L doesn't have room. Rear passengers wanting to keep their bubbly chilled must look instead to the LS460L.
Lexus' LS600h L is rich with rear seat amenities. I sat in the reclining chair all of the way back, ate a Subway sandwich, and watched part of a movie in pure bliss.
Luxury brands typically reserve large 12-cylinder motors for their range-topping flagship. BMW has the 760iL and Mercedes-Benz offers it S600, both with twin-turbo 6.0 L V12s. Audi goes the non-traditional route with its 6.3 L motor in a W12 configuration. But Lexus attempts to compete using its Hybrid Drive powertrain (or Hybrid Synergy Drive, if you're referring to Toyota's hybrids).
We first experienced this system in Toyota Camry Hybrid XLE: Technology In a Mid-Size Sedan. However, the LS600h L's approach to fuel efficiency is different. While the Prius and Camry hybrids focus explicitly on economy, this big Lexus tries to give you the smooth power delivery of a V12 with the fuel consumption of a V8.
As a result, we find Toyota's UR-family V8 engine at the LS600h L's heart. This is one of the company's newest engines, with displacements anywhere from 4.6 to 5.7 L. It's the epitome of power and smoothness for Toyota’s mass-produced vehicles. The engine is fully modern, featuring 32 valves, quad camshafts, long-lasting timing chains, and dual variable valve timing technology. The 5.0 L 2UR-FSE serves up 394 hp and 383 lb-ft of torque in the LS600h L. Electric motors boost power output by 75 hp to a combined total of 439 hp.
That means the LS600h L falls short of the 500+ horsepower figures put out by the German competition. Usually, the instant torque from electric motors helps neutralize that difference. But Lexus' LS600h L is by far the slowest flagship sedan. Specifications put the 0-60 MPH performance at 5.5 seconds, which matches some sportier cars. The power really fizzles out up top, though.
As with Toyota's hybrids, the LS600h L employs an electronic continuously variable transmission that utilizes planetary gears to combine the gasoline and electric motors. Since it is an eCVT, the transmission has an infinite number of gear ratios to optimize the powertrain for performance or fuel economy. The eCVT sends power to all four wheels and benefits from a Torsen limited-slip differential. Regenerative braking is enabled through a dedicated drive regeneration motor to harness energy and recharge the 288 V, 6.5 Ah battery pack.
In terms of fuel economy, the LS600h L is rated for 19 MPG in the city, 23 on the highway, and 20 MPG combined. That's not altogether great considering the V8-powered LS460L with AWD is rated for 16, 23, and 18 MPG, respectively. A gain of three miles per gallon in the city hardly seems worth the added complexity of a hybrid system (not to mention the extra weight). The outcome looks even worse when you compare Lexus' economy to Audi's A8L, which is rated for 18, 28, and 21 MPG. You can choose between a supercharged 3.0 L V6 or a twin-turbo 4.0 L V8, with the latter delivering much better performance.
Drive Mode Selection
Lexus provides five different drive modes in its LS600h L: Eco, Comfort, Normal, Sport, and Sport+, theoretically transforming how the vehicle drives. These modes affect steering and throttle response, dampening/stiffness for the air suspension, and power. Regardless of the mode you choose, the ride is always comfortable. Sport and Sport+ feel slightly more responsive, but ultimately you’re still driving a 5470-pound hybrid with an eCVT, which is about as far from sporty as you can get.
Lexus puts itself in a pickle with the LS600h L. The hybrid powertrain represents an interesting way to take on the V12-based competition, but it lacks raw performance. Sure, power is delivered smoothly, but the specifications ultimately fall short of even other luxury cars with V8s. In my speed-loving opinion, Lexus' top-end offering should at least be capable of a 12- or 13-second quarter-mile, even if you choose to drive the vehicle more conservatively. Instead, this is as far as you can get from a driver's car.
Circling back to technology, I like the Remote Touch interface. It's easy to use and intuitively thought-out. Our only complaint is the lack of a dedicated back button for revisiting previous menus. Audi, BMW, Mercedes, Mazda, and even Hyundai enable this functionality on their own infotainment systems. Lexus should follow suit.
The system's large 12.3-inch LCD is fantastic. Its sheer massiveness creates an easy-to-read surface, allowing us to forgive Lexus for a lack of integration with the gauge cluster. The operating environment implements a split screen that effectively separates your current focus and other available features without creating any confusion.
I'll admit to being disappointed by Lexus' maps, though. That top-down view is fine on more affordable cars, but I was really hoping to see 3D navigation on such an expensive vehicle, especially when the competition offers gorgeous Google Earth overlays. Nevertheless, I did enjoy using Destination Assist for help looking up addresses, which were then piped into the navigation system.
The executive rear seat package is definitely a treat for anyone spending quality time back there. A reclining chair is a little excessive for most, but it's not a bad way to travel if you have someone willing to drive. It's only a bummer that you lose the mini-fridge option, since Lexus' hybrid battery pack occupies that space.
No doubt, rear seat entertainment options on the LS600h L lag behind its competition. A single flip-down LCD is what you find in a minivan or crossover, not an executive sedan. Audi, BMW, and Mercedes serve up separate seat-mounted LCDs for each rear seat passenger. In fact, Audi's entertainment system even enables access to the navigation system for sending destinations to the driver. Lexus' Blu-ray-capable platform isn't as well integrated at all. It hurts to say, but Hyundai does a better job in this regard with its Equus. An option for 7.1-channel sound is somewhat redeeming of Lexus. And then that single composite input turns us back the other way again.
Our press car was missing a bunch of technology that the Tom's Hardware audience probably would have liked to see. It was missing adaptive cruise control, lane keep assist, the front collision warning system, a night vision camera, and a heads-up display. What we can say is that Lexus' LED headlights are fantastic at night, and we were treated to blind spot monitoring technology. With a price tag north of $100,000 those other features should become standard equipment. The Audi A8L we drove previously offered most of that functionality for a cheaper $115,000.
We can't help but conclude, then, that the LS600h L is a lost luxury sedan amidst a sea of very strong competitors. The Germans offer better driving dynamics, power, performance, technology, and improved fuel economy without the added weight and complexity of a hybrid system, while the Koreans are perfectly happy giving you all of Lexus' optional extras for almost half the price with a similar drive. Hyundai's Equus Ultimate doesn’t offer the prestige of a Lexus badge, but you get much more car for your money. The original LS400 was an honest luxury car that gave its customers great value. This take on hybrid technology feels like Lexus is trying too hard to aim high, while missing the mark.
















