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Lexus makes the LS more comfortable, smarter and even quieter for 2021

Lexus introduced an updated version of the LS, its flagship sedan, earlier in 2020, but it left out details about the American-spec model. As expected, it announced our version of the car will get several improvements for 2021. Now in its fifth generation, the LS receives an array of small but significant changes that come together to make the ride quieter and more comfortable. Engineers explained they revised the spring and damper rates, increased the diameter of the anti-roll bars, and added larger liquid-filled front and rear bushings for an even cushier rider.  Visual modifications are subtle, which is to say the LS remains not-so-subtle. Stylists tweaked the front bumper, made the spindle grille a little bit darker, and redesigned the headlights by getting rid of the Z-shaped look. Black trim replaces the chrome in the rear lights, and the color palette grows with a new shade called Iridium. Back for 2021, the F Sport package adds a sportier-looking front end with a specific grille, a body kit, and 20-inch alloy wheels. It also brings bigger brakes, and buyers can pay extra for a Dynamic Handling Package which bundles Variable Gear Ratio Steering, Active Rear Steering, and an Active Stabilizer Suspension. Inside, sedans equipped with the F Sport package get front seats that adjust pneumatically and electrically in 28 ways. Speaking of the interior, Lexus also added extra padding on the armrests, the seat cushions, and other touch points, plus revised springs and thicker cushioning for the front seats. Buyers who prefer being driven can order heated and massaging rear seats, plus a passenger-side seat that reclines at up to 48 degrees. Lexus made no major mechanical modifications to the LS 500, meaning power comes from a twin-turbocharged, 3.5-liter V6 which produces 416 horsepower and 442 pound-feet of torque. It spins the rear wheels via a 10-speed automatic transmission, and all-wheel drive is offered at an extra cost. Reaching 60 mph from a stop takes 4.6 seconds, which is impressive for a big, heavy sedan developed with a major focus on comfort. Motorists who want to keep their fuel budget in check can select the LS 500h, which offers a 354-horsepower hybrid powertrain that teams a naturally-aspirated 3.5-liter V6 set up to run on the Atkinson cycle with two electric motors connected to a lithium-ion battery.

Lexus LF-1 Limitless looks like a curvy crossover concept

Lexus released a teaser for a new concept that will make its debut at the 2018 Detroit Auto Show, and it has quite the name. The company calls it the LF-1 Limitless, a name that wouldn't sound out of place on a battleship. According to Lexus, the name was chosen because this concept "is a flagship crossover that redefines the boundaries of luxury." Frankly, the boundaries that make up the high-dollar crossover segment are definitely well-tread by now. What we can tell is that the concept's heavily raked D-pillar suggests it will have a coupe-inspired look similar to the BMW X6 and Mercedes-Benz GLC Coupe. The bodywork features many curvy lines and exaggerated wheel arches. It will be interesting if this LF-1 has flagship size to go with its flagship description, which would put it in competition with the upcoming Audi Q8. This concept is well-worth keeping an eye on, since Lexus has a history of previewing future production models with the LF moniker. Examples include 2009's LF-Ch that became the CT 200h, 2012's LF-LC coupe that became the LC 500, 2013's LF-NX that became the Lexus NX crossover, and 2015's LF-FC that became the new LS sedan. Not everything makes it to production, such as the LF-SA mini car, and the LF-C2 that suggested an RC convertible. But there's a strong enough history of production cars coming from LF concepts that this LF-1 could be the preview of a new production model. Related Video:

2015 Lexus RC F Review

Every year, thousands of people buy two-door coupes that bear the badges of BMW M, Mercedes-AMG, Audi RS, and Cadillac V. These cars are powerful, fast, agile, and - if you believe the marketing - are made to kick ass on the track. But, and this is just my theory, only about 0.2 percent of these owners actually drive their cars the way the companies intended. Most buyers, I think, want the image put forth by an M4 or C63 AMG more than any dynamic abilities. These people just want to give the impression that they're out tearing up the local road course, and a $70,000 sports coupe and a pair of Pilotis are just the ticket. Which is not to say they don't use the performance of these cars, just not the full track-day capabilities. If this describes you, I recommend checking out the new Lexus RC F. This coupe is powered by a 5.0-liter V8, complete with 467 horsepower and 389 pound-feet of torque. These figures, while impressive in a vacuum, are troubling when viewed alongside the competition. The Mercedes-AMG C63 tops 500 in horsepower and torque in S guise, while the six-pot Cadillac ATS-V is nearly equal on power but offers almost 60 more pound-feet of torque. And while the BMW M4 cedes more than 40 horsepower to the Lexus, the RC F doesn't feel as potent from the driver's seat. The RC F doesn't even feel as potent as less-powerful competition. This numerical deficit translates to the stopwatch, where the RC F lags behind the force-induced competition. The C63 and ATS-V both hit 60 in 3.9 seconds, while the BMW takes 4.1 seconds (these are all manufacturer estimates, by the way). The RC F needs 4.4 seconds to hit 60 miles per hour. The only vehicle in this segment that's slower is the Audi RS 5, and that's been on sale longer than all its current competitors combined. And the Audi's charms (oh, that glorious engine note) help you overlook its lack of pace. The RC F doesn't have the aging Audi's charisma, making its lack of both perceived and actual pace more glaring. I'm placing blame on this car's overbearing induction sound. It was a neat trick on the original IS F – this car's predecessor – but over the years it's just become kind of played out. At the least the noise is real, piped into the cabin via a resonator, but it sounds too artificial. And the point at which it kicks in is entirely predictable. Neither of these traits contribute to an involving driving experience.