built up an awesome reputation. Right from the start, the senior LS 400 model has been

a major player in the luxury car class, combining the best features of its rivals into

a single package, just as other members of the family have fit neatly--and

successfully--into their own particular niches.

The LS 400 opened to rave reviews, and continues to get them to this day. Judged

by almost any standard--quality, reliability, comfort or performance--it has been given

top marks by virtually every reviewer who has spent time at the wheel, including the

test staff at New Car Test Drive. That kind of unanimity among critics is rare indeed.

In the beginning, the LS was an exceptional value, too. Established luxury cars

from Jaguar, Mercedes-Benz and BMW cost substantially more than the Japanese upstart

in 1989. That has changed. At current price levels, the LS 400 undercuts some rivals

and costs more than others, particularly U.S. domestic offerings from Cadillac and

Lincoln. But in most cases, the differences are small.

And customers have more choices today. It's no stretch to put the new Lincoln

Continental and ever-improving Cadillac Seville on your luxury-sedan shopping list.

Both offer comparable amenities, plus good performance, and if neither quite matches

the Lexus in fit, finish and general refinement, they compensate with smaller

pricetags.

Which leads to the logical question: Is the LS 400 still the cream of the crop, or

just another member of the luxury car crowd?

the LS 400's looks. Our emerald green test car still shows plenty of Mercedes-Benz

styling influence from almost any angle, but the muscular shape, nicely detailed as

ever, is instantly recognizable.

During the 1995 redesign the LS was lengthened slightly, but it is still shorter

than some rivals; the Lincoln Continental, for example, is 10 in. longer. The LS 400's

smaller size makes the car relatively easy to maneuver in confined spaces, while doing

nothing to diminish interior space. Quite the contrary, in fact.

Still, it looks substantial, especially from the front. The large air inlet with

its chromed surrounding trim is almost mandatory wear in this class. Here, it's large

but restrained, and is supplemented by additional openings in the front bumper. Large

lamps are installed front and rear for both practical and aesthetic reasons.

Exterior bright trim is tastefully applied here, as on most cars in the class. As

with all other exterior surfaces, the plated pieces are flawless and are attached with

precision.

Quality you can see is matched by unseen details. Beneath the ultra-smooth

paintwork and carefully aligned body panels is a rigid structure that is safe and

quiet. It is squeak- and rattle-free even when driven over rough pavement, keeps wind

noise to a minimum even at high speeds, and meets all 1997 federal safety standards.

As a one-model offering, the LS comes fully equipped. Personal choice provides for

the option of chrome wheels, gold trim package (badges and the radio antenna base) or

a glass moonroof; but even without these additions, the LS looks complete and stylish.

soft leather upholstery and satiny wood trim. You'll find those in almost every luxury

car. They don't set the Lexus apart; features and design do.

Start with the dashboard. The instruments and controls are logical, handsome and

easy to use. Gauges are of the electro-luminescent -virtual+ type; when the ignition's

turned on, the pointers light up on an otherwise black panel, followed by the numbers

a moment later. Some eyes may note a slight flickering of the display when it is set

at full brightness, but that can be overcome by turning down the dimmer.

Also on the plus side of the LS scorecard are the seats. The front buckets can be

adjusted to suit occupants of almost every size and shape, and are comfortable for

trips of any length. The rear seat doesn't move, but doesn't have to; there's enough

room in back to accommodate even the tallest passengers, a distinct improvement over

the previous edition.

Aside from the gorgeous gauges, there's nothing especially unusual about the LS

interior. No special fitments, no heads-up displays or built-in blenders to mix

strawberry smoothies while you're underway--just the expected array of power assists

and comfort and convenience features, including an automatic climate control system

with separate settings for driver and passenger. What sets this space apart is the way

all systems look and feel, and by its amazingly low noise levels. That's something

better conveyed by a test drive than by words.

There are, however, some extra-nice touches. The optional CD changer is a 6-disc

unit that is built into the dashboard instead of soaking up trunk space. There are a

pair of gloveboxes, one above and one below the passenger's airbag. The steering

column has both tilt and telescope adjustments; these, like seats, windows, door locks

and mirrors, are electrically operated. And there are a myriad of smaller but no less

thoughtful features, ranging from illuminated seat belt buckles to individual map

lights for each occupant.

Extras? Choose an upgraded audio system, with or without CD changer. Add a

cellular phone if you like. Get carpeted floor mats. Order a memory system that

recalls driver's seat, steering wheel and mirror adjustments for two pilots. Or you

can simply enjoy a fine interior that doesn't really need any options.

just about two tons when full of people and luggage will get down the road quickly.

Quietly, too, unless you're pressing hard, at which point a delightful--though still

muted--V8 rumble is apparent. This is a relaxed engine most of the time, unobtrusive

and backed by a transmission that delivers butter-smooth gear changes. Long gearing

equates to decent fuel economy in cruise mode, but frequent dips into the power

reserves will use up the required premium unleaded quickly.

In most situations the Lexus takes to winding roads with the same ease it displays

covering long distances on the interstate. It's no sports car, and rolls a little more

than drivers accustomed to European-style sedans will like, but that won't be apparent

in normal driving. The steering, light and easy around town, displays some vagueness

at speed, though much of that may be due to tire choice (our tester had Goodyear GAL

all-season radials), subjectively not the best for sporty use).

ABS is standard, traction control is optional. Both work well. The air suspension

option is suggested for cruising, less desireable for enthusiastic driving.

grand for starters, plus options. That may or may not be a concern to potential

customers in this price class, and is offset to considerable degree by the jewel-like

finish, sumptuous interior, long list of standard features, and the general air of

solidity the LS exudes. It's a class automobile, beyond any doubt, and beyond any

consideration of cost.

But the LS 400 doesn't quite qualify as a driver's car in the Jaguar/BMW sense.

Even the less expensive Seville STS feels more in tune with the road, more capable of

being worked hard, and more fun in the process.

It's all a matter of expectations and experience. As a step up from a Japanese

near-luxury sedan, the LS 400 is probably the best choice available. Ditto for a move from middle-class American sedans. But the buyer who steps out of a car bred on the wide-open autobahns and twisty mountain roads of Europe will want to take a long run in the big Lexus before making the final decision.

Then again, for a long run on this country's relatively low-speed freeway

system--say New York to San Francisco--it's hard to think of any car better suited to the task. At any price.