The LS sedan is where it all started for Lexus, and a new fifth-generation model is just a few weeks away. It’ll make its official debut at the Detroit auto show in January, 28 years after the the original LS400 was unveiled to the world at the 1989 Detroit show. A teaser image showing a the LS’s front end and underlying chassis confirms that the new sedan will share its Global Architecture-Luxury (GA-L) rear-drive platform with the new Lexus LC coupe, and it gives us a bit of insight into its suspension setup.
Perhaps least surprising is the prominent spindle grille, recognizable from every other current Lexus model. Last year’s Lexus LF-FC concept (pictured below) supposedly previewed the design of this new LS. Based on this front-end view of the production car, the headlights and overall hood shape look similar to that concept sedan. If the 2018 LS keeps the basic dimensions of the 208.7-inch long concept, it’ll end up sized similarly to the current long-wheelbase LS460L, which is itself within a few inches of the Mercedes-Benz S-class and BMW 7-series. Lexus could decide to follow the lead of those Germans and offer only the longer version of the LS in the U.S.; currently, both standard- and long-wheelbase LS460 sedans are sold here.
From what we can see of the mechanicals, the LS will share its basic suspension setup with the LC, meaning a double-ball-joint multilink design in the front and a five-link setup in the rear. The LS does differ from the coupe in its use of air springs for both the front and rear, no surprise given its more luxury-oriented mission. Although, as in many cars, the rear subframe is rubber isolated, the front subframe appears to use a solid mount without rubber isolation, suggesting that the LS should retain the good steering feel that we experienced in our first drive of the 2018 LC coupe.
As for powertrains, Lexus’s 5.0-liter V-8 is likely to make its way into a mainstream LS500 model, as is some sort of gasoline-electric hybrid option—perhaps the same 3.5-liter V-6/electric motor combination used in the LC500h hybrid—to make for an LS500h. All-wheel drive will be an option, given how common it has become in this class, and there is sure to be an F Sport model with the expected visual tweaks and chassis upgrades.
Although flagship full-size sedans are not strong sellers for today’s luxury automakers, they remain important to a brand’s image and prestige. The current-generation LS, which has been around for nearly a decade now, certainly lags behind its contemporaries in technology, design, and outright luxury. Given the heritage and significance of the LS to Lexus, let’s hope that this new model can be the one that, once again, will challenge Mercedes-Benz and BMW in the big-sedan big leagues.
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