The verdict: The 2024 Lexus LS 500h is a comfortable but antiquated relic to a bygone era, a luxury sedan that struggles with modern living.

Comparatively speaking, it isn’t as roomy, elegant, or fashionable as its Korean and German rivals, but Lexus’ straightforward strategy may be what its devoted clientele is seeking.

The complexity of full-size luxury automobiles is increasing. Examine the most recent Mercedes-Benz models: With its glass cockpits and insane multimedia systems, the E-Class and S-Class require astronaut training to regulate the temperature. The most recent BMW 7 Series isn’t much better, and as a seasoned automotive journalist, I frequently struggle to understand how older consumers, who are the exact target market for pricey, conventional luxury sedans, are expected to be able to operate these technologically advanced modern vehicles.

The Lexus LS 500h defies this tendency by not being overly complicated. This is somewhat due to circumstances and partially by design, since it has many specialized buttons and knobs rather than touch-based controls. The flagship luxury car from Lexus hasn’t been redesigned in years; it made its debut in its present configuration for the 2018 model year and will get a minor inside update for 2021. Can its vintage appeal, however, compete with the latest generation of glass-cockpit luxury flagships from rivals? To discover out, we spent a week driving an LS 500h with a hybrid engine.

This Look Has Been Seen Before
The LS 500h, to be honest, looks too much like the Toyota Camry from the previous year. In 2018, it had a revamp that improved its swoopy appearance. Last ten years, Lexus cars had to have the then-new lower roofline and large spindle grille; however, the firm has toned these features down in its most recent models (see the 2024 RX and TX SUVs).

Nevertheless, considering that Lexus is Toyota’s premium brand, the whole Lexus car series seems to be a copy of the Toyota portfolio—or perhaps the opposite is true. Both lines have thin taillights, large “fish-mouth” grilles, and squinty headlights. With more flowing, organic curves, it has an almost biological appearance. In contrast, a Genesis G90, for example, has more formal, erect, and angular surfaces. Although it is extremely common and well-worn, it is not ugly. Since Toyota sedans are now getting a new appearance, we’re eager to see how the future Lexus sedan family will look and hope it differs significantly from the current model.

A Simple, Elegant Interior
The LS 500h is unquestionably your luxury sedan if you’re overwhelmed by the newest touch controls in German luxury cars and wish you could still do a basic task with a single, straightforward button. A new touchscreen-based multimedia system was added to the cabin in a 2021 upgrade, although Lexus kept the LS’s auxiliary controls, such as the seat, audio, and temperature controls, in place…

into the screen. With the possible exception of the buttons that Toyota and Lexus have had by your left knee for decades, there are still banks and rows of buttons (albeit not many), all of which are clearly visible and functional. You’ll feel a wave of relief as soon as you step out of a new 7 Series or S-Class and into an LS. You won’t need a week of instruction to learn how to choose a radio station or control the air vents because everything inside is simple and straightforward. While some could argue that the LS feels outdated in contrast, it might be more accurate to characterize it as “good-fashioned.”

Excellent legroom and sturdy front and back seats provide for a very comfortable ride. However, compared to competitors’ cabins, particularly the limousine-like G90, the headroom is a little snug, and the interior seems a little narrower overall.

The Experience
The powertrain doesn’t seem outdated, even though the cabin could be a little outdated. The gas-only LS 500 features a 3.4-liter V-6 twin-turbo engine that produces 416 horsepower, while the gas-electric hybrid LS 500h has a 3.5-liter V-6 engine that produces 354 horsepower overall. All-wheel drive and what Lexus refers it as a “multi-stage hybrid” gearbox are standard on the LS 500h hybrid. Although it lacks an all-electric range and a charging outlet since it is not a plug-in hybrid, the LS 500h may operate at a low speed in specific areas, such as parking lots. For increased economy, the hybrid system may also turn off the engine when cruising.

and this model’s key features include quiet, seamless operation and efficiency. For such a huge car, the EPA’s fuel efficiency rating of 22/29/25 mpg city/highway/combined is respectable. The LS 500h achieved an amazing 30 mpg overall during my week with it, which included freeway travel between Detroit and Chicago.

As one might anticipate from a premium Lexus, the acceleration is smooth and quiet, combining the gasoline and electric systems in a smooth surge. The majority of the LS’s other features, including as handling, steering feel, ride quality, and braking, are equally seamless. Everything is subdued and serene.

One issue is that the transmission seems to search for the ideal mix of gas and electric integration when operating at lower speeds and in town. This can occasionally lead to a confused surge that isn’t exactly what you requested. The F Sport option is available for the LS 500 but not for the LS 500h hybrid if you prefer a more athletic sensation. This is a cruiser, not a bruiser, and it’s meant to offer a solitary, pampered experience rather than a lively one.

For that, the LS is ideal: Its primary objectives are comfort and tranquility, which are followed by efficiency and elegance. Even if its design and style may lag behind the newest and greatest, it’s still a superb flagship. The LS 500h is still a solid option if you’re looking for a more conventional form of luxury isolationism, which Lexus excelled at providing.

Issue Tech
Not that Lexus hasn’t been experimenting with new technologies on the LS. This vehicle does include Lexus Teammate, a hands-free driving technology similar to Ford’s BlueCruise and GM’s Super Cruise. The technology hasn’t yet been seen in any other Lexus models, although it made its debut on the LS two years ago and is standard on the 2024 LS 500h. One of the most complete systems available is Lexus Teammate, which includes radar, laser rangefinders, a system for driver inspections, and status updates.

Under some circumstances, it is intended to enable users to operate the car hands-free on mapped roads at specific speeds. When I initially used it three years ago at a Toyota event in Texas, I had doubts about its functionality, intrusiveness, and whether or not it truly fulfilled its claim to make driving more comfortable.

In summary, Lexus Teammate is fussier, appears to have less faith in the driver, and necessitates a far higher degree of driver involvement and supervision in what is meant to be a Level 2 semi-autonomous system, as I said at the time. That directly compares to the systems of rivals like Super Cruise and BlueCruise. Simply put, GM’s Super Cruise continues to set the standard for these kinds of technologies; it seems to have far more faith in the vehicle’s capabilities than Lexus does.

Even though Lexus calls its system a driving assist, it demands almost as much focus and participation from the driver as operating a car on your own, including turning your head to check your blind spots while utilizing the semi-automated overtaking feature. I attempted to use it once again in the 2024 LS, and following a number of foolish moves on the way to Chicago, some of which really shook my passenger I turned it off and didn’t give it another thought. The system hasn’t been much enhanced over the original software in the three years since I drove a prototype, whereas GM’s Super Cruise system never ceases to astonish and amaze with its intricacy. The success of its development and distribution may be seen by the fact that this is still the only Toyotaverse car with hands-free cruise control. (In other words, slowly.)

The LS’s only technical issue is this. Its multimedia system functions well; it’s a straightforward system that may not be the most sophisticated available, but it matches the car’s motif. It is simple to use and understand, and senior drivers shouldn’t have any trouble using it.

The Flagship of Bargain?
The LS range’s pricing is odd because it starts far lower than any of its main rivals. An AWD F Sport variant costs close to $90,000, while a rear-wheel-drive LS 500 begins at $80,685 (all prices include destination fee). Compared to other full-size luxury sedans in the same class, that is tens of thousands of dollars less: The base price of the Mercedes-Benz S-Class is $118,900, the base price of the BMW 7 Series is $97,575, the base price of the Audi A8 is just under $92,000, and the base price of the Genesis G90 is $90,450.

However, there is a significant pricing difference between the LS 500h hybrid and the standard LS 500: Starting at $115,560, the hybrid costs about $35,000 more than the standard LS 500. There aren’t many choices, and because of some unique metallic paint, my test car cost $119,380. All things considered, it is a 48% premium above the standard LS, which you will never recoup in gas savings, making the non-hybrid LS models more alluring. The LS should undoubtedly be on your list if you’re searching for a full-size sedan that is opulent, quiet, user-friendly, and comfy at a price that is far lower than that of other luxury brands.