2013 lexus ls 460 reliability

2013 lexus ls 460 reliability DEFAULT

2013 Lexus LS 460 builds on decades of reliability, outranks Mercedes-Benz, Audi, BMW

THE ASSOCIATED PRESS|

Feb 08, 2013 at 1:17 PM

The 2013 Lexus LS 460 is expected to remain a reliable luxury sedan choice.

After decades of top reliability ratings, the Lexus LS 460 remains the quintessential serene, no-fuss, pampering, large, luxury sedan.

In fact, the most recent J.D. Power and Associates Dependability Study noted the LS had the fewest owner-reported problems in the auto industry and ranked above vehicles from Mercedes-Benz, Audi and BMW.

Now, for 2013, the LS 460 is available in new F Sport trim with a bolder face, crisper steering and a suspension that allows a more dynamic ride.

Among the F Sport-only features: Bolstered, yet luxurious, leather front seats, Brembo performance brakes, paddle shifters for manually changing gears, aluminum trim inside in place of some wood trim and standard black Alcantara ceiling material.

Starting manufacturer's suggested retail price, including destination charge, is $72,840 for a base, rear-wheel drive, 2013 LS 460 with 386-horsepower V-8 and eight-speed automatic transmission.

The lowest-priced 2013 LS with all-wheel drive is $75,785, and the F-Sport has a starting retail price of $82,840 with rear-wheel drive and $85,735 with all-wheel drive.

Note that even F-Sport models have the same 386-horsepower, naturally aspirated, gasoline V-8 as the base model, and long-wheelbase LS sedans and a hybrid also are available at higher price points.

Competitors include the well-known, large luxury sedans from Europe.

For example, the rear-wheel drive 2013 Mercedes S550 with 429-horsepower bi-turbo V-8 and seven-speed automatic transmission starts at $95,905, while a 2013 Audi A8 with all-wheel drive, 420-horsepower, twin-turbocharged V-8 and eight-speed automatic transmissions starts at $81,795.

Both the S-Class and A8 are available with more fuel-efficient V-6s, too.

The LS is Lexus' flagship sedan, but U.S. sales fell 13 percent last year to 8,345.

The reason, obviously, isn't the car's quality, which is well known - from its precise, small gaps between outer sheet metal to the 38-day, 67-step process just to make perfect Shimamoku layers of striped wood as an optional steering wheel design.

Indeed, the details and craftsmanship of the LS can impress many a passenger.

As an example, the analog clock on the dashboard has two types of contrasting aluminum and uses GPS to maintain accurate time, no matter the time zone.

Foglamps aren't the typical round shape. They're subtle and vertical so as to better harmonize with the new Lexus spindle grille shape. And, these fog lights are energy-efficient and high-tech light-emitting diode lamps.

There's even a hand rest on the far right of the center console, right where the driver needs it, for operating the cursor-mouse control for the sizable, 12.3-inch center display screen.

On first glance, this hand rest might come across as the stub at the top of a retro car phone. But it's actually a smart and helpful resting spot to help ensure accurate movement of the cursor-mouse for commands.

This is just one illustration of how the complexity and new technology in the LS are handled thoughtfully in this big sedan, and there's no stressing to find controls or change settings.

In fact, the LS appears to be one of the best luxury cars to allow the driver to operate the car and gradually learn the features, in contrast to other cars that immediately and frustratingly demand attention and driver tutorials.

It's true the 4.6-liter, double overhead cam V-8 in the LS has fewer horses than do the competing V-8s.

But the LS doesn't feel underpowered, even during hard acceleration, where strong engine sounds accompany the smooth rush of 347 or 367 foot-pounds of peak torque coming on.

The different torque ratings depend on whether the car is all-wheel drive (lower torque) or rear-wheel drive. Either way, peak torque is reached by a decent 4,100 rpm. Yes, the LS isn't snorting and slamming bodies roughly back in the seats, but the performance feels ample, just the same.

Alas, even with lower horsepower and torque, the 2013 LS 460 isn't great on fuel. With a federal government rating of 16 miles per gallon in city driving and 23 mpg on the highway, the 2013 LS compares with the 17/28-mpg rating of the 2013 A8 with more powerful V-8.

The test LS 460 F Sport with all-wheel drive averaged just 16.3 mpg in travel that was 65 percent in the city.This translated into a range of just 360 miles on the 22.2-gallon tank. And, since Lexus requires premium gasoline, a fillup was more than $80.

The test LS 460 F Sport with all-wheel drive had the F-Sport's Drive Mode system that allowed changes to the electronic engine mapping, steering responsiveness and suspension settings.

The Eco mode was comforting to have, though it didn't seem to make an appreciable difference in the test car compared with the normal setting.

But the driver noticed more steering assist was needed and a stronger powertrain response when Sport-Plus was selected.

The Sport-Plus setting didn't change the LS into a BMW 7-Series, but it made a compliant-riding, 16.7-foot-long sedan feel more maneuverable and poised on twisty mountain roads.

The LS weighs more than 4,200 pounds, and no matter what speed it travels, it has a heavy, solid feel.

The test LS wasn't the long-wheelbase version, but the back seat still felt spacious, and legroom back there seemed much more than the reported 35.8 inches.

Legroom in front was nearly 44 inches, with the front seats back all the way on their tracks.

Standard safety items include knee air bags for both front passengers and adaptive headlights.

The 2013 LS is likely to follow in the tire tracks of its predecessors, in terms of reliability. Thus, it is a recommended buy of Consumer Reports, which says predicted reliability should be above average.

Recommended on Daily News

Sours: https://www.nydailynews.com/autos/latest-reviews/2013-lexus-ls-460-builds-decades-reliability-article-1.1258869

2013 Lexus LS 460 First Drive

Good, but no Game-Changer

Lexus LS460 Full Overview

To Lexus, one thing is perfectly clear: The flagship luxury sedan market isn't what it was 10 years ago. Or five years ago, for that matter. Lexus has witnessed dramatically shrinking sales in a segment it once dominated, finding about 500 LS sedans a home each month for the better part of a year now. That's a quarter of the volume it did before banking scandals helped send the U.S. economy into a tailspin. To make matters worse, that segment has seen an influx of new players -- Porsche, Audi, and Hyundai included -- each wanting a slice of an ever-smaller pie.

Lexus' response comes by way of a new LS for the 2013 model year. Based on the previous-generation chassis, the 2013 LS nevertheless features roughly 3000 new parts along with new sheetmetal that solves one of the largest issues we take with the current car: bland styling. The new LS benefits from the new familial "spindle"-style grille along with new LED taillights, optional LED headlights, standard 18-inch wheels, and a powerful-looking creased engine hood. The new F Sport model adds more aggressive front and rear bumpers, standard 19-inch wheels, fog lamps, and a lower ride height. This new LS comes in within an inch or so of the old car in every exterior dimension, and, according to a Lexus representative, aerodynamics are slightly improved while weight remains about the same as the outgoing model.

The powertrain is largely unchanged from the current LS, save for a couple tweaks. The standard 4.6-liter V-8 remains, but produces 6 hp more than before, bringing output to 386 hp and 367 lb-ft of torque (all-wheel-drive models make just 359 hp). Lexus engineers grudgingly acknowledge with a nod of the head that a new engine is still in development stages for future LS duty, so the current engine is satisfactory enough to soldier on for the time being. The same eight-speed automatic transmission is employed for LS 460 duty, though the programing has been revised slightly for smoother shifts. Opt for that new F Sport trim and the transmission is programmed for even faster shifts (0.3 seconds up, 0.2 seconds down) and downshifts get a rev-matching throttle blip. Rear-drive F Sport cars (AWD is optional) also get a Torsen-style limited-slip differential. The hybrid model sticks with the 5.0-liter V-8 and electric motor pairing that produces 438 total combined horsepower and 385 lb-ft of torque.

Though the LS may seem little changed at this point, Lexus did revise the interior, very much for the better. The new design does away with the frankly cheap-looking, plasticky interior of old and replaces it with a more contemporary, high-quality layout. Several wood trim options are available and each looks rich and opulent (especially the hand-crafted Shimamoku wood, which Lexus claims takes more than a month to produce). Interior dimensions remain the same, but both the front and rear seats have been redesigned for increased comfort and support. The standard rear bench is complimented by optional executive seating in the long-wheelbase cars that includes massage and recline functions. A new 12-inch widescreen display sits prominently at the top of the redesigned center stack and offers crisp graphics and easy visibility. The system is operated through the now-familiar Lexus mouse-style controller, which we found easy to use. It operates the climate, navigation, and audio systems along with new built-in Web-based apps including Pandora radio, Bing search engine, and Yelp consumer-written reviews. Lexus has also added several intelligent safety features, including adaptive cruise control that now brings the car to a stop even at low speeds, blind-spot monitoring, and a new pre-collision warning system that uses a combination of radar and infrared technology to monitor pedestrians and other objects even beyond the range of the headlights.

Given the new tech found in the 2013 LS, it was fitting that we got our first drive in Northern California's Silicon Valley. We drove the LS on the roads surrounding Palo Alto, including freeway and city driving, along with some of the best winding two-lane tarmac that California has to offer. We drove all-wheel-drive versions of the LS 460 L, LS 600h L, and the LS 460 F Sport back-to-back and came away impressed. Power on all three cars remains adequate, though nowhere near wow-inducing, and the optional air suspension on both 460 L and 600h L has a strong bias towards comfortable. (Conventional coil-spring suspension is standard on the LS 460). The ride is La-Z-Boy comfortable, soaking up bumps like a pancake sops up syrup. Unfortunately, that also means a good amount of body roll along with pitch and dive from acceleration and braking. Fans of the good 'ol days of American cars will find a lot to like about the long-wheelbase LS, which gives the distinct feel of tilling a yacht through rush hour traffic with great precision.

New to the LS is a five-mode drive selector, standard with air-suspension-equipped cars, that changes drive characteristics based on user input. The least aggressive mode is Eco, which dumbs down throttle response to burn less fuel, and frankly is irritating. Next up is Comfort, which loosens the throttle but keeps the air suspension so supple that large-enough bumps send the Lexus rebounding more than once on its air springs, a la '70s Lincoln Continental. Normal is the mode that drivers will likely leave the car in forever after trying the rest of the settings once, because the more aggressive Sport S and Sport S+ modes quicken shifts, make for a hair-trigger accelerator pedal, and give a firmer ride than those buying the standard car will ever want.

The element of isolation in the non-F Sport LS is excellent. There is strong noise suppression from both engines, so road, and wind noise are nil, though there was a bit of tire noise to be found on the hybrid. The seats are comfortable and (true to advertising) much more supportive than their predecessors. Our testers were also equipped with the multi-thousand-dollar optional Mark Levinson stereo, which, as in other Lexus models, sounds amazing enough that it can almost be considered a rational purchase.

Lexus says fuel economy will remain much the same as the outgoing 2012 LS, and we recorded a combined average of 20.6 mpg in the LS 600h L hybrid during a near-70-mile loop of mixed driving conditions -- not too bad for a car that weighs in above the two-ton mark.

Being an enthusiast-oriented magazine, we left most impressed with the new LS 460 F Sport. The F Sport keeps the upscale adjustable air spring suspension and is tied in with the same five-mode drive programming. In comfort mode, the F Sport rides much like Sport S+ in the standard car, meaning it's firm but still has compliance. Body roll is much reduced, partially via the stabilizer bars and lower center of gravity, and shifter response is especially good using the wheel-mounted paddles. As with many "performance" cars these days, Lexus pipes in intake noise to the F Sport's cabin to douse the occupants in guttural V-8 noises -- gone is the seclusion of the non-sporting LS. The F Sport's larger vented brake discs and six-piston front Brembo calipers seemed up to the task of braking the car down from higher speeds, though pedal feel was somewhat light and grabby, as was the case in the other cars we drove. Steering in all cars (electric-powered, as is the norm these days) was also somewhat disappointing, feeling too light in its Comfort setting, and still too light in its artificial-feeling firmer modes. The end result is a halfway option to a full-on sports sedan -- a sports package rather than a full retune.

In the end, it's clear Lexus didn't set out to redefine the luxury sedan with the 2013 LS the way it did way back in 1990 with the first-generation car. Still, a large number of small improvements help keep the LS relevant in a market that Lexus itself says is slowly melting. Whether staying relevant is good enough remains to be seen.

Looks good! More details?
2013 Lexus LS
Base price $67,000 (est)
Vehicle layout Front-engine, RWD, 5-pass, 4-door sedan
Engine 4.6L/360-386-hp/347-367-lb-ft DOHC V-8; 5.0L/389-hp/385-lb-ft DOHC V-8 plus 221-hp electric motor, 438 hp comb
Transmission 8-speed automatic
Curb weight 4400 lb (est)
Wheelbase 116.9-121.7 in
Length x width x height 200.0-205.0 x 73.8 x 57.3-58.3 in
0-60 mph 5.4-5.9 sec (mfr est)
EPA city/hwy fuel econ 16-19/23-24 mpg (est)
Energy Cons, City/Hwy 177-211/140-147 kW-hrs/100 miles (est)
CO2 emissions 0.94-1.05 lb/mile (est)
On sale in the U.S. October 2012
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EXECUTIVE EDITOR BOB GRITZINGER: The Lexus flagship has been the benchmark for solid Japanese luxury and this LS 460 L AWD does nothing to detract from that reputation. Other than the gaping spindle grille, the car isn’t flashy by any stretch. It has fairly plain wheels, a high beltline, and a distinct lack of bling. Kind of refreshing, and handsome, from certain angles, in an almost BMW 7-series way.

Inside, the car is all business, with touch controls, knobs and a mouse-like shuttle controller that takes some getting used to -- it’s easy to overshoot a mark and hit the wrong button on the view screen. I suspect with practice it’d become second nature, but novices should probably leave it to the passenger at first. Overall, the system works without too much confusion, though -- and thankfully there are standard volume and tuning knobs. The layout is simple and smart, and all the fits and materials are of high quality.

The V8 isn’t the most powerful engine, but it gets the job done with minimal fuss. Shifts are so smooth and unnoticeable that it’s hard to believe there’s an eight-speed automatic in this drivetrain. The AWD makes the car feel planted, with excellent traction regardless of surface. And flicking over to sport mode does wonders for beefing up throttle response. The brakes are instant -- really responsive and can be too touchy until you get used to them. The ride is typical Lexus -- quiet, smooth and steady.

Everything here is good, without anything being bad. That’s a formula for selling a bunch of luxury cars.

ASSOCIATE ROAD TEST EDITOR BRAD CONSTANT: The 2013 Lexus LS 460 L AWD is an impressive machine. It is full of luxury touches meant to compete with other luxury sedans such as the Audi A8 and Mercedes-Benz S-class. The interior is well laid-out with quality materials everywhere -- almost everything you come in contact with is either wood or some sort of soft-touch material. Legroom in the back is plentiful, but that’s to be expected with a long-wheelbase car. All of the seats are comfortable and provide support in all of the right places. I also like the huge screen that functions as the technology hub and is controlled by a mouse-like joystick.

Most impressive is the comfort of the LS 460’s ride. Whether in comfort or sport mode, the ride is stellar. Everything except for the biggest of bumps is soaked up with ease. Plus the cabin is quiet -- it’s like being in your own little sanctuary. I tuned into my favorite SiriusXM radio station and went into cruise mode to enjoy a nice, leisurely drive. That’s where this car shines with a ride that’s simply relaxing.

With that said, there is some power from the 4.6-liter V8, but it seems to be lacking a bit. It’s not grossly underpowered and it’s not blazingly quick, but I wouldn’t mind a little more horsepower to pin me against the LS 460’s fine leather seats.

2013 Lexus LS 460 L AWD

Base Price: $82,670

As-Tested Price: $83,999

Drivetrain: 4.6-liter V8; AWD, eight-speed automatic

Output: 360 hp @ 6,400 rpm, 347 lb-ft @ 4,100 rpm

Curb Weight: 4,696 lb

Fuel Economy (EPA City/Highway/Combined): 16/23/18 mpg

AW Observed Fuel Economy: 16.2 mpg

Options: Semi-aniline leather trim interior and alcantara headliner ($550); blind-spot monitoring with cross-traffic alert ($500); heated wood steering wheel with leather center pad ($110); trunk mat ($105); cargo net ($64)

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2021 Lexus LS 500 vs 2009 Lexus LS 460 // Born To Be Bargains

Let’s say the LS nomenclature actually stands for something: L for “luxury” and S for “serene.” It’s a fitting summation of Lexus’s flagship sedan, which isn’t entirely new for 2013 but rather substantially made over. Lexus says fully half of the LS’s 6000 bits and pieces are new. But even though it's not a wholesale revamp, the update successfully modernizes the car's styling, creature comforts, and character.

Like the previous version, the 2013 LS conforms to the Lexus philosophy of inconspicuous consumption. The sedan’s imposing yet unadorned exterior is largely the same as before but for one significant change: The subtle, trapezoidal grille has been replaced by the corporate zigzaggy “spindle” maw that looks as if it were ready to eat people, animals, and casseroles. Combined with the reworked rear end, the new look takes the LS from applesauce to something near aggressive.

There are seven flavors of the LS, variously formed from among two wheelbases, rear- or all-wheel drive, a new F Sport model, and a hybrid model. Across most of the line, internal combustion is performed by a slightly more powerful, 4.6-liter V-8 that cranks out 386 hp (360 in AWD models) and is backed by an eight-speed automatic transmission. The top-of-the-line car, the LS600hL hybrid, uses a longer-stroke version of the V-8 that expands displacement to 5.0 liters and boosts output to 389 hp; that car drives through a continuously variable transmission. The total system output is 438 hp.

There are two suspension systems, one sprung by coils and one by air, each of which is directed by myriad sensors and processors. The same computational processes adjust the steering effort and engine and throttle responses according to driver settings. In the base LS460, the system can be set to eco, normal, and sport modes; air-suspension models add sport-plus and comfort modes.

We spent most of our time in the all-wheel-drive version of the F Sport—it’s also available with rear-drive—and found the differences among the modes to be fairly subtle, like the difference between Bud and Bud Light. The most noticeable nuance is in steering feel. In sport-plus mode, the power assist is reduced, and the sense of control and fluidity is increased. We flogged the car over insanely convoluted roads in the mountains around California’s Silicon Valley and found it to be surprisingly maneuverable for its size and mass. The F Sport gets special treatments inside and out, including a mesh grille, front fascia with brake-cooling ducts, and diffuser-look piece at the rear; the wheels are forged and 19 inches in diameter. The ride height is lower by 0.4 inch. The cabin has brushed aluminum in place of the other cars' wood trim, and the pedals are finished in the metal stuff, too. The F Sport also features a sound generator that increases engine noise in the cabin under hard acceleration. What it doesn't offer is an increase in power; the package mostly improves driving feel and provides better body control.

Lexus itself doesn’t tout the LS in any form as a quintessential sports sedan, and it’s not as focused as is the latest GS; the LS doesn't need to be. It is a nearly ultimate boulevardier, its sophisticated technology and innovative hardware concealed from the driver by a façade of impeccable quality and subtle design. The Audi A8 and the Jaguar XJ are more precise and more rewarding to take to their limits, although a comparison test ought to tease out exactly where this latest Lexus stands.

The attention to finish and detail in the interior of the LS borders on the obsessive. The new, optional Shimamoku interior finish is an example: Shimamoku, which translates as “striped wood,” involves the layering of dark and light veneers in a process that Lexus says requires 67 steps over 38 days. All the materials are of the highest quality, and craftsmanship is top-notch, and any place the driver touches is padded or polished. Space is abundant front and rear—the Executive package that includes a rear-seat ottoman is again available—and the seats are as comfortable as any you’ll find in this class. Amenities abound, including a 12.3-inch-wide flat screen that displays everything from GPS info to smartphone data. It’s all accessed via Lexus’s love-it-or-hate-it joystick control nub/mouse located on the center console.

Beyond the luxurious rear-seat-focused Executive pack, options include a suite of nanny tech such as blind-spot monitoring, dynamic cruise control, a collision-avoidance system, and driver-attention monitoring. Active high-beams, quad-zone climate control, and a 19-speaker stereo also are available.

From the brand’s inception, Lexus has captured a profitable portion of one-percenters who shun ostentation and appreciate quality, a mission spearheaded by the LS. Judging by its long list of luxury features and the lineup’s overall serene character, this latest flagship will maintain the status quo.

Specifications

VEHICLE TYPE: front-engine, rear- or 4-wheel-drive, 4- or 5-passenger, 4-door sedan

ESTIMATED BASE PRICE: $70,000-$115,000

ENGINES: DOHC 32-valve 4.6-liter V-8, 360-386 hp, 347-367 lb-ft; DOHC 32-valve 5.0-liter V-8, 389 hp, 385 lb-ft, with 221-hp AC electric motor (combined system, 438 hp)

TRANSMISSIONS: 8-speed automatic with manual shifting mode, continuously variable transmission

DIMENSIONS:
Wheelbase: 116.9-121.7 in
Length: 200.0-205.0 in
Width: 73.8 in Height: 57.3-58.3 in
Curb weight (C/D est): 4250-5250 lb

PERFORMANCE (C/D EST):
Zero to 60 mph: 5.4-6.0 sec
Zero to 100 mph: 12.4-14.9 sec
Standing ¼-mile: 13.8-14.6 sec
Top speed: 130 mph

FUEL ECONOMY (C/D EST):
EPA city/highway driving: 16-19/23-24 mpg


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Lexus ls 460 reliability 2013

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2013 Lexus LS460 Review - Best Used Luxury Car Under $30k?

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