Historical overview
In August 1983, Toyota chairman Eiji Toyoda initiated the F1 project ("Flagship" and "No. 1 vehicle"; alternatively called the "Circle-F" project), a top secret effort aimed at producing a world-class luxury sedan. Unlike past Toyota efforts, the F1 project was not bound by a specific budget or time constraints. It also did not utilize existing Toyota vehicle platforms or parts.Instead, chief engineer Ichiro Suzuki sought to develop an all-new design that would surpass existing flagship luxury sedans. Specific targets included: a more aerodynamic exterior, quieter cabin, higher top speed, and more fuel-efficient design versus American and European rivals.To achieve their goals, F1 engineers produced new concepts and part designs, resulting in hundreds of patent applications.Their final design would have among the lowest drag coefficients of any production vehicle (Cd 0.29), record a quiet 58 dB of cabin noise at a cruising speed of 62 mph (100 km/h), and exhibit lower levels of vibration than rival sedans. The F1 design's new 4.0 L V8 engine produced 250 hp (190 kW), had a maximum speed of 155 mph (250 km/h), and avoided the U.S. gas-guzzler tax.
The first generation LS 400 underwent five years of prototype testing.
Over a period of five years, a team of over 3,900 engineers, technicians, and other F1 personnel built some 450 flagship prototypes and 900 engine prototypes. During the early development process, engineers also modified existing vehicles for use as testbed vehicles. Prototype F1 vehicles were driven over a total of 2.7 million kilometers on testing locations ranging from winter Europe roadways, deserts in Arizona, Australia, and Saudi Arabia, to U.S. highways and wilderness areas To ensure quality, more precise manufacturing standards were developed to produce higher levels of fit and finish in the new sedan.Toyota's Tahara plant, a highly automated facility, was selected as the site of production. Materials selection tests examined multiple types of leather and scrutinized 24 different kinds of wood for use in the passenger cabin. Total costs for the project exceeded $1 billion.
By 1986, Toyota executives had decided to form a new luxury division, Lexus, to support the launch of their flagship sedan. The final design of the resulting Lexus LS 400 (UCF10) was approved in 1987 and premiered at U.S. and international auto shows in 1989. Although the LS 400 was initially developed as a standalone flagship for Lexus, it was ultimately sold alongside the ES 250, an entry-level luxury car based on the Toyota Camry. The first Lexus dealerships in the U.S. began sales of the Lexus LS and its stablemate in September 1989. Sales in Australia, Canada, and Europe began in 1990. In Japan, an equivalent, right-hand drive model was sold as the Toyota Celsior until Lexus' domestic debut in 2006. The Toyota Celsior had more upgrades that were added later on the LS, such as rear air conditioning and massage seats. Toyota worked with Sega to produced a set of advertising tie-in discs using Dreamcast consoles, which featured detailed 3d models and video of the Celsior.
The third generation LS 430 model debuted for the 2001 model year.
In its first four months on sale, Lexus sold 11,574 LS 400 models in the U.S.First-year sales exceeded Lexus' forecasts and totaled 63,534 for 1990. By 1991, on the strength of the LS' sales success, Lexus became the top-selling luxury import in the United States. The LS regularly outsold its rivals, becoming the top-selling luxury flagship vehicle in the U.S.—a title it achieved 15 out of the first 17 years since its debut. In 1995, Lexus unveiled the redesigned, second generation LS 400 (UCF20), featuring a longer wheelbase with similar styling and specifications as the original model. The third generation LS 430 (UCF30) premiered in 2001, introducing a new body design and a host of new interior and technological features. In 2006, Lexus debuted in the Japanese market, signaling the end of Toyota Celsior sales, and continued to offer the Japanese the Toyota Crown Majesta with similar dimensions to the Celsior that was introduced in 1991. From that point forward, the LS was exclusively sold under the Lexus nameplate in every available market.
The Lexus LF-Sh hybrid concept debuted in late 2005.
The fourth generation LS (USF40 / USF41) premiered as a hybrid concept car, the LF-Sh, in Fall 2005, and the LS series was formally revealed at the North American International Auto Show in January 2006. For the first time, the Lexus LS was offered in both standard and long wheelbase versions. Innovations on the new LS 460 and LS 460 L included advanced safety features, real-time traffic updates, onboard infrared sensors, and more luxury features than on previous models. The Lexus LS series of luxury flagship sedans went on sale worldwide in late 2006, furthering Lexus' efforts to establish itself as a global luxury brand. The hybrid models, the LS 600h and LS 600h L (UVF45 / UVF46), became available in the U.S., Japan, and Europe in mid-2007. All LS sedans continue to be exclusively produced at the Tahara, Japan plant, which has since received multiple automotive manufacturing plant awards for quality. In its largest market, the United States, starting prices for the 2008 Lexus LS range from $61,500 for the standard wheelbase LS 460 to over $104,000 for the newly produced hybrid LS 600h L.
First generation (UCF10)
UCF10 I (1989)
In January 1989, the first flagship of the Lexus line, the LS 400 (UCF10 I), made its debut at the North American International Auto Show. Designed to compete head-to-head with the luxury flagships of the leading auto manufacturers, the first generation LS was among the first luxury sedans to feature power adjustable shoulder belts and electrochromic rear-view mirror. The five-passenger cabin also featured a walnut and leather-trimmed interior, power-adjustable memory seats, soft-touch controls, electroluminescent Optitron gauges, and the first automatic tilt-and-telescoping steering wheel with SRS airbag.The vehicle featured an independent, double-wishbone suspension setup. Available options were an air suspension (used to raise or lower the vehicle), a Nakamichi premium sound system, and an integrated cellular telephone with hands-free capabilities. Sandwich steel body panels were introduced to further reduce cabin noise. Equipped with a 4.0 L V8 engine and rear wheel drive, the LS 400 could accelerate from 0-60 in 7.9 seconds and featured a top speed of 250 km/h (155 mph).
The LS 400 introduced the Lexus nameplate to the U.S. and worldwide markets, and won critical acclaim from the press. Wheels magazine named the LS 400 its Car of the Year and Car and Driver magazine named it to its Ten Best list for 1990. In 1989 comparison tests, Automobile Magazine and Car and Driver both rated the LS 400 as the best flagship luxury sedan over competing models ranging from Audi, BMW, Cadillac, Infiniti, Jaguar, and Mercedes-Benz. The LS 400 debuted at $38,000, and it was rated as better than both the $63,000 Mercedes 420SEL and the $55,000 BMW 735i in terms of ride, handling and performance. (In some markets, it was priced against mid-sized six cylinder Mercedes-Benz and BMW models). Reviewers found the LS 400 superior in comfort, engine performance, ergonomics, ride quality, styling, and overall value, while critics faulted styling and the softer, more isolated ride (depending on suspension setup).The largely positive reaction (with similar results in other reviews) stunned the automotive industry, as a relative newcomer had beaten long-established brands at their own game.
Shortly after its launch as the marque's inaugural and flagship vehicle, Lexus ordered a recall of the 8000 vehicles sold so far, based upon just two customer complaints. A dealership recalled that the "company didn't run and hide", instead launching a sweeping operation. Instead of asking owners to visit dealers, Lexus sent technicians to quickly pickup, repair, and return the LS cars to the customer, even flying in personnel and renting garage space for owners in remote locations. The general manager of Lexus' U.S. operations said "We saw it as an opportunity to cement our relationship with the customer right from the beginning".
1989-1993 LS 400 cabin.
The first generation LS was a commercial success, selling between 21,000 and 42,000 units annually. The base price for the U.S. market first generation LS in 1989–1990 was $35,000 with an additional $350 destination charge in California. This initial price undercut competitors by thousands of dollars and provided the already well-reviewed LS 400 with an added value incentive for prospective buyers. Total sales of the LS 400 exceeded 166,000 units. The success of the LS 400 cost rivals billions in revenue and was credited with shifting the dynamics of the luxury market.In order to compete with Lexus, competitors were forced to adjust pricing and add more standard equipment and advanced features. An estimated five percent of 1989 early sales went to rival manufacturers, who secretly disassembled the vehicle for analysis. In 1996, Automobile Magazine named the first generation LS as one of the "24 Most Important Vehicles of the 20th Century," in recognition of the impact the vehicle had on the automotive industry.
UCF10 II (1993)
UCF10 II LS 400.
For the 1993 model year, the refreshed LS 400 (UCF10 II) was introduced with more than 50 changes, largely in response to customer and dealer requests.Some of these changes included larger brake rotors, wheels and tires, CFC-free refrigerant, additional body side moldings, and a revised grille along with a greater selection of colors. Adjustments were made to the vehicle's suspension and power steering system to improve handling. For the interior, passenger front airbags, an external temperature gauge, digital odometer, and seatbelt pretensioners were added. These changes added to a number of convenience and performance improvements which the LS 400 had received in preceding years. By 1994, the LS 400's U.S. base price exceeded $50,000, a figure that had steadily risen since the vehicle's introduction. Customer demand for the vehicle and shifts in foreign exchange rates contributed to the increase in price.
Second generation (UCF20)
UCF20 I (1995)
A redesigned second generation LS 400 (UCF20) was introduced in 1995. While the UCF20 retained the general profile and contours of the original LS, over ninety percent of its internal composition was new or redesigned. The wheelbase increased by 1.4 in. (35.6 mm), resulting in more interior space and an additional 2.6 in. of rear seat legroom (66.0 mm). However, trunk capacity was slightly reduced. The updated 4.0 L V8 engine gave the second generation LS more power and torque, and the body design (developed by the Calty Design Research center in the U.S.) was more aerodynamic (Cd 0.28) than the preceding model. The UCF20 featured increased sound insulation, a strengthened body structure, suspension updates, and improved brakes. Even with these upgrades, the redesigned model was 209 lb (95 kg) lighter than the original, and achieved slightly better fuel economy.The interior also received a facelift and new features. Automatic dual-zone climate controls added convenience while the updated dashboard, center console and storage compartments, including rear cupholders, increased functionality. To further enhance driving comfort, a patented seat cushion design, similar to the car's suspension, featured lightweight internal coil springs and stabilizer bars. One of the first in-dash CD changers was offered as an option. Safety enhancements included enlarged crumple zones, three-point seatbelts at all positions, and a new collapsible steering column.
1997-2000 LS 400 cabin.
Reviewers concluded that the second generation model stayed relatively close to the attributes of the original. Later interviews further revealed that although more radical proposals were considered, Lexus engineers opted for a traditional approach, ensuring that very few dramatic changes were incorporated for this first LS redesign. The new model's roomier cabin, improved ergonomics, and smooth but isolated ride received praise.However, some reviewers wrote that redesigned European competitors surpassed the LS in terms of road handling and breadth of available features and options.Ultimately, the UCF20 model sales were not as voluminous as the original model, reaching just over 110,000 units during its six-year production run. But, it was still the best-selling full size luxury sedan in the United States. The redesigned LS 400 also retained a significant pricing advantage against its more expensive competition, launching with a U.S. base price of $51,680 in 1995, and reaching the mid-$50,000 range in later years.
UCF20 II (1998)
UCF20 II LS 400.
For the 1998 model year, the revised LS 400 (UCF20 II) was introduced featuring a new 290 hp (216 kW) VVT-i 1UZ-FE engine mated with a five-speed automatic transmission. The new engine improved 0-60 mph acceleration to 6.4 seconds while adding 30 ft·lbf (41 N·m) of torque. The UCF20 II sported a new front fascia (with an increased gap between the headlights and grille), revised headlights (with a HID option), slightly refined tail lights, five spoke alloy wheels, and reshaped side mirrors for reduced wind noise. Fuel economy was further increased to 19 miles per US gallon (12 L/100 km; 23 mpg-imp) city, 25 miles per US gallon (9.4 L/100 km; 30 mpg-imp) highway (then-current EPA standards).
New standard safety features included front side air bags, traction control (TRAC), Vehicle Stability Control, and a window jam protection system. New interior amenities included retractable rear headrests, additional wood accents on the steering wheel and gear selector, and a GPS-linked, hard-disk drive based navigation system with a concealed antenna. The HomeLink wireless control system and trip computer modernized the cabin, and adaptive cruise control was an option. For added convenience and security, the headlights were equipped with a programmable delay feature which allowed them to remain illuminated as the occupants exited the vehicle (or if a door was left ajar). Window and sunroof controls were also added to the remote control.
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