Lexus LS VS Rolls-Royce Ghost
- Sumptuous luxury for the price
- Impressive efficiency/performance balance
- Excellent comfort and refinement
- Styling looking a little dated
- Multimedia system too downmarket and also looking dated
- A bit more driver involvement would be terrific
- Unbelievable ride comfort
- Flawless quality
- Understated design
- Numb steering
- Vast turning circle
Lexus is returning to its roots and playing to traditional strengths with the 2021 LS update, as the Japanese luxury brand braces itself for the imminent release of an all-new Mercedes-Benz S-Class.
On sale now from $195,953 before on-road costs, the facelift ushers in a raft of comfort, refinement, driveability and technological upgrades, striving to deliver the quietest and most luxurious experience in the upper luxury sedan segment.
The blink-and-you'll-miss-it makeover runs to redesigned headlights, wheels, bumpers and tail-light lenses, as well as the inevitable multimedia screen update, improved seating revised trim and better safety.
Along with an all-in equipment list and unparalleled levels of ownership benefits, the goal is to emulate the dramatic differences that existed between the LS and its mostly German competition more than 30 years ago, which helped make Lexus a disruptor, decades before the term was even coined.
The MY21 range will continue offering two grades – the racier F Sport and opulent Sports Luxury – in either V6 twin-turbo petrol LS 500 or V6 petrol-electric hybrid LS 500h powertrain choices, as per the XF50-generation's Australian debut back in late 2017.
The question is: has Lexus gone far enough with its limousine flagship?
|Fuel Type||Hybrid with Premium Unleaded|
Rolls-Royce says its out-going Ghost is the most successful model in the company’s 116-year history.
No bad, when you consider the first ‘Goodwood’ Ghost has ‘only’ been around since 2009. And although the factory isn’t quoting specific numbers, that all-time best-seller claim means it’s surpassed the more than 30,000 Silver Shadows produced from 1965 all the way through to 1980.
Unlike the brand’s Phantom flagship, the Ghost is designed for owners who want to drive, as well as be driven. The aim is a less conspicuous, more engaging experience, and according to Rolls-Royce Motor Cars CEO, Torsten Müller-Ötvös, development of this new generation Ghost involved a lot of listening.
He says a team of “Luxury Intelligence Specialists” connected with Ghost owners around the globe to gain a clearer understanding of their likes and dislikes. And the result is this car.
While its predecessor’s engineering DNA included more than a few strands of BMW 7 Series (BMW owns Rolls-Royce), this all-new car stands alone on an all-RR alloy platform also underpinning the Cullinan SUV and Phantom flagship.
The factory claims the only parts carried over from the prior model are the ’Spirit of Ecstasy’ ornament on the nose, and the umbrellas slipped into the doors (the holders for them are heated, by the way).
We were offered the opportunity to slip behind the wheel for a day, and the experience was a revelation.
|Fuel Type||Premium Unleaded Petrol|
One might be surprised to learn that, without having driven the latest S-Class, rival large luxury sedans have struggled to juggle comfort and refinement with agility and speed. Even in this modern age of adaptive dampers and air suspension. The Germans, in particular, seem to struggle at times.
The latest Lexus LS, however, walks the line with impressive confidence and poise, prioritising the former yet without dropping the ball with the latter. Just keep in mind that the 500h Sports Luxury manages the balance best.
The bar may just about be raised with the bestselling Stuttgart's arrival from March, but even then, with its extensive and complete specification, outstanding hybrid efficiency/performance combination and remarkable build quality and presentation, Japan's master luxury sedan deserves to find more buyers in this country.
Well done, Lexus.
You might see it as an obscene indulgence or a piece of engineering excellence, but there’s no denying the new Rolls-Royce Ghost is exceptional. Incredibly refined and capable, it’s arguably the most impressive ‘entry-level’ car in the world.
The XF50 series is a long and imposing machine, but is also arguably the most Toyota-looking LS in history, sharing design cues with most larger sedans the company builds – and yes, even the Camry. This is a departure from the Mercedes aping ‘90s and '00 generations. If the latest S-Class can look like a 200 per cent enlarged CLA, why not?
The most obvious – and pleasing – changes are realised when the headlights are switched on, revealing the BladeScan tech. In the F Sport, the redesigned bumpers' air intakes are noticeably larger and have jazzier pattern inserts, as part of a broader exercise in differentiating the grades with what's perceived as ‘sportier' elements throughout the car. The divisive ‘Spindle' grille theme remains.
Out back – arguably the most Toyota-esque part of the LS – are piano black tail-light inserts to differentiate new from old.
If Lexus is about presenting nuanced styling evolution as to not spook the demographic, then the MY21 flagship sedan succeeds brilliantly.
Rolls-Royce adopted what it calls a ‘post-opulent’ philosophy in development of the new Ghost’s design. Specifically, restraint, “rejecting superficial expressions of wealth.”
That’s because, as a rule, Ghost customers aren’t Phantom customers. They don’t want to make that big a statement, and prefer to drive the car as much as they might be chauffeured in it.
This Ghost is longer (+89mm) and wider (+30mm) than the outgoing model, yet it’s a superbly balanced shape, with minimalism the guiding design principle.
That said, the iconic ‘Pantheon Grille’ is bigger, and now downlit by 20 LEDs under the top of the radiator, with its individual slats polished even more carefully to subtly reflect the light.
The car’s broad surfaces are tightly wrapped and deceptively simple. For example, the rear guards, C-pillars and roof are fabricated as one panel, which makes sense of the absence of shutlines around the rear of the car (except for the boot outline, of course).
Rolls-Royce refers to the Ghost’s cabin as an ‘interior suite’ consisting of no less than 338 individual panels. But despite that number, the feeling inside is simple and serene.
In fact, Rolls says its acoustic engineers are experts in serenity. Sounds like Darryl Kerrigan needs a Ghost for the family road trip to Bonnie Doon.
A few details stand out. The open pore wood trim is a welcome, tactile change from highly finished veneers that often do their best to look like plastic.
The proper metal chromed trim elements around the cabin confidently say quality and solidity, and the steering wheel, as well as the buttons around the multimedia controllers are subtle throwbacks.
The wheel has a circular central pad, with ancillary buttons around its lower perimeter, which echoes the style of the 1920s and ‘30s. You half expect an ignition advance/retard lever to sprout from its centre.
And the buttons around the media controllers use a combination of shape, colour and typeface to conjure up thoughts of the same era. They could be made of Bakelite.
For those that way inclined, the signature ‘Starlight Headliner’, using untold LEDS to create a glittering night sky in the roof, now incorporates a shooting star effect. You can even option up the constellation of your choice.
This is more like it.
While nowhere near the apex of striking interior design, with a dashboard that – again – is quite clearly from the contemporary Toyota way of thinking, the LS is massive inside, heaving with standard luxury and obsessively crafted in a few key touchpoint areas.
The brand makes a big noise about the floating door-sited armrests and their very obviously expensive craftspersonship, but it is eye-catching and satisfying to drink in the detailing, extending in and around into the dash seamlessly, carrying on the flowing, salubrious themes of sculptured multi-dimensional shapes. In 1989 journos were handing out similar platitudes in the original LS.
If the techno-overload of a Mercedes MBUX or Tesla's OTT tablet leave you cold, this enhances the luxury experience by adding a rich, cosy, warm ambience – though the instrumentation binnacle is familiar; all we can see is the first IS 250 of 1999, complete with its single, watch-face inspired analogue dial.
Here, of course, it's digitised and multi-configurable to accommodate sat-nav, multimedia and other vehicle-related needs, but it is a oddly nostalgic, given the brand's first BMW 3 Series rival is now almost forgotten. Still, it's interesting and isn't that what eccentric rich people who don't want to drive the cliché luxury behemoths desire?
With endless adjustability, the seats are sumptuous to the point of subsuming, in the way you'd imagine a limousine to be, but because of their bolstered support, they also can be manipulated into gently cupping you enough to stop you sliding about when throwing the Lexus about with gay abandon – more on that later on.
It doesn't need mentioning that the fit and finish is fabulous, with the enveloping luxury continuing out in the back seat. The Sport Luxury's airline-style recliners are enough to turn doubters into doe-eyed believers, with their restful, relaxing, relieving, refreshing and revitalising ways – well, to an extent that an airport massage-chair minus the coin box and dodgy stains can, in any case. But the fact remains: ensconced deep into that leather-lined luxury, slumber beckons. Namaste!
And that's the point of LS. It creates a sanctuary from the outside elements at least as effectively as Audi A8s, BMW 7s and Merc S' have costing upwards of 50 per cent more. The cabin is spacious, soothing and secure. On our extended drive of both 500 models, this was made abundantly clear with two stints behind the wheel of the visually similar ES 300h.
Quiet and refined, that car felt loud and coarse compared to the smooth silence of its supersized sibling. Mission accomplished, Lexus.
The new Rolls-Royce Ghost is over 5.5m long, more than 2.1m wide, and close to 1.6m tall. And within that substantial footprint sits a 3295mm wheelbase, so no surprise utility and practicality are exceptional.
First, there’s getting in. The ‘coach’ or ‘clamshell’ doors will be familiar to current Ghost owners, but their “effortless” operation is new, a gentle pull on the door handle bringing welcome electronic assistance.
Once inside the rear of the car, as on the previous model, the press of a C-pillar-mounted button will close the door.
But up front, easing onto the generous driver’s seat is a breeze thanks to the Ghost’s sheer scale and a large door aperture.
There’s plenty of space for people and things in a thoroughly considered layout. A large glove box, big centre storage box (containing every connectivity option known to humankind) a lined slot for your phone and twin cupholders under a sliding timber cover. The door pockets are generous, with a sculpted section for bottles.
Then the rear. Obviously designed for two, the back seat will seat three. The sumptuous full-leather seats are multi-way electronically-adjustable, and NBA players (almost certainly prospective owners) will be happy with the leg, head and shoulder room provided.
Need even more room in the back? Step this way to the ‘Extended’ long-wheelbase version of the Ghost, measuring 5716mm long (+170mm), with a 3465mm wheelbase (+170mm), and stepping up in price to $740,000 (+$112,000). That’s $659 per additional millimetre, but who’s counting?
But back to the rear of the standard wheelbase car. Fold the large centre armrest down and twin cupholders pop out the front. Then, a wood-trimmed lid on the top flips forward to reveal a rotary multimedia controller.
Behind that, a beautifully trimmed storage box offers generous space and 12V power, and behind door number three (a pull-down leather panel in the back of the armrest aperture) is a small fridge. What else?
The rear of the front centre console houses individual climate-control outlets as well as USB and HDMI sockets.
Touch a discreet chrome button and small desks (RR calls them picnic tables) fold down from the front seat backs, faced in the same open pore wood as the dash, console, steering wheel, and door trims, and finished off with flawless chrome.
The entire interior benefits from a ‘Micro-Environment Purification System’ (MEPS), and rather than bore you with the details, let’s just say it’s exceptionally efficient.
Boot volume is a solid 500 litres, with an electrically-assisted lid and plush carpet lining. Of course, the air suspension system can lower the car to make loading heavy or awkward objects that little bit easier.
Price and features
Value, refinement and customer care are Lexus' traditional brand pillars.
Lexus broke through with recession-ravaged consumers at the dawn of the 1990s by firstly presenting an attractively conservative S-Class sized sedan at smaller E-Class prices, and then adding an uncannily hushed cabin of exquisite build quality, silky V8 performance, the entire kitchen sink of gadgetry and unheard-of ownership privileges, like tickets to events, free parking at selected venues and home/work vehicle pick-up at service time.
If such a strategy worked then, why not an expanded version now? After all, while sales started off slowly in Australia three decades ago, in the vital US market its impact was immense. Lexus eventually gained traction locally, but nowadays the LS lags significantly behind the leading S-Class; in 2020, it managed a three per cent share compared to Mercedes' 25.5 per cent – or just 18 registrations versus 163.
Sadly, the V8s haven't returned, but the facelift does bring a richer interior with high-quality materials to elevate comfort levels, backed up by redesigned seating and overhauled adaptive suspension dampers that also promote a cushier ride while not compromising steering/handling performance.
Meanwhile, new ambient lighting and (at last) touch-display capability for the 12.3-inch central screen and Apple CarPlay/Android Auto connectivity do at least play catch up with the rest of the industry, let alone its direct rivals.
The same applies with the fresh safety gains for the series that include a digital rear-view mirror, Lexus Connected Services (with automated collision notification, SOS call and vehicle tracking), Intersection Turning Assist (that helps keep the driver from turning into on-coming traffic or brakes the car if, whilst turning, a pedestrian crosses the road), far-broader functionality of the autonomous emergency braking systems (including greater rear-cross-traffic warning and intervention), full-speed stop/go adaptive cruise control with traffic flow capability, improved road-sign recognition, better lane-keep and assist tech and a next-gen adaptive high beam tech dubbed BladeScan with stronger lighting and anti-glare performance parameters.
These come on top of the standard adaptive dampers, height-adjustable rear air suspension, front/rear cross-traffic alert, sunroof, gesture-activated powered boot lid, soft-close doors, puddle lights, 23-speaker premium audio, digital radio, DVD player, head-up display, satellite navigation, climate control with infrared body temperature sensitivity, heated/vented front and rear outboard seating, powered seats with memory, heated steering wheel, electric rear blind and a four-camera surround-view monitor.
The F Sport from $195,953 differs from the Sport Luxury from $201,078 (both before on-road costs) with its 10 airbags, dark 20-inch alloys and exterior trim hues, brake-package boost, rear-wheel steering, variable gear ratio, unique instrumentation and dark-metallic interior themes and bolstered front seats, while the LS 500 adds active anti-roll bars front and rear.
Going Sports Luxury changes things up somewhat, with two extra airbags (rear-seat cushion items), special noise-reduced alloys, rear-zone climate control, Semi Aniline leather, a front-seat relaxation system, rear-seat tablet-style screens, powered reclinable heated/vented rear seats with ottoman and massage, rear centre armrest with touchscreen climate/multimedia control, side sunshades and – in LS 500 only – a rear cooler box.
On the owner-benefit front, ‘Encore Platinum' introduced last year builds on the regular Encore's valet servicing with benefits like free use of a Lexus for business or leisure travel within select Australian and now-New Zealand destinations (one-way only – sorry, Kiwis) for up to four times annually and lasting the first three years of ownership. There's also eight yearly free valet parking at certain shopping malls and other venues, several celebrity-laden social events/activities and discounted Caltex fuel.
With all these features as standard, the LS costs several tens of thousands of dollars less than most full-sized luxury sedan rivals with broadly similar performance outputs and optioned up with equivalent luxuries, before the Encore Premium privileges. However, while the Lexus' four-year/100,000km warranty also betters most competitors by one year, it is mileage capped while others' regimes aren't, and none beat Mercedes' five-year/unlimited program.
Though prices are up by nearly $2000, it's fair to conclude the extra kit and improvements help offset them, but it's also worth remembering that earlier last year, Lexus hiked LS prices by up to nearly $4000, and not too long before Encore Platinum was announced...
Good value is open to broad interpretation in this rarefied part of the new car market. On the surface, value could relate to standard equipment; the features that make life with a car safer, more comfortable, and efficient.
It might also have you lining up the competitors, to determine how much sheet metal, rubber and glass you’re getting for your money. Maybe a Mercedes-Maybach S-Class, or Bentley Flying Spur?
But peel away those layers and you’re getting closer to the heart of the Rolls-Royce value equation.
A Rolls-Royce is a statement of wealth, confirmation of status, and indicator of success. And that will be enough for some. But it also delivers value to those who appreciate the last few percentage points of creativity and effort that deliver exceptional results.
Sounds like a bit of a gush. But once you dip into the background of this car’s development and experience it first-hand, it’s hard not to.
We could produce a separate story on the Ghost’s standard features, but here’s the highlights reel. Included are: LED and laser headlights, 21-inch twin-spoke (part-polished) alloy wheels, electrically-adjustable, ventilated and massaging seats (front and rear), an 18-speaker audio system, electrically-assisted ‘Effortless Doors’, a head-up display, full leather trim (it’s everywhere), multiple digital screens, active cruise control, adaptive air suspension, and there’s lots more.
But let’s pick a few of those out for closer inspection. The audio system is designed and produced in house, featuring a 1300W amp and 18-channels (one for each RR built speaker).
In fact, there’s a team dedicated to audio performance, and it’s made the entire car an acoustic instrument, calibrating resonance through its structure to optimise clarity. Not the work of five minutes, requiring complex collaboration with the design and engineering teams, not to mention the bean counters.
And yes, there’s leather everywhere, but it’s of the highest quality, analysed to (literally) a granular level to ensure it makes the cut for use in this car. Even the stitching is set to a particular (longer than typical) length to minimise visual noise.
How about RR personnel travelling the globe to measure rain drops to make sure the roof rain channels perform as well as they can (true story). Or the 850 LED ‘stars’ in the dash fascia, backed by a 2.0mm thick ‘light guide’ with 90,000 laser-etched dots to disperse light evenly, yet add a twinkle.
You get the idea. And as much as they say, ‘If you have to ask the price, you can’t afford it’, the cost-of-entry for a 2021 Ghost, before any options or on-road costs, is $628,000.
Depending on your perspective, a stupendous sum that will by 42.7 entry-level Kia Picantos, a car every bit as capable of transporting you from A to B as the Ghost. Or alternately, brilliant value, in that it buys the ultimate attention to detail applied to this car’s design, development and execution. You be the judge, but for what it’s worth, I’m in the latter camp.
Engine & trans
The LS is powered by two versions of a 3.5-litre V6 petrol engine.
Around 75 per cent of buyers choose the 500, which employs Lexus' V35A-FTS 3445cc double overhead cam 24-valve twin-turbo V6 petrol engine, delivering 310kW of power at 6000rpm and 600Nm of torque from 1600-4800rpm. Powering the rear wheels via an updated AGA0 10-speed torque-converter automatic transmission with driver-adaptive tech, it can reach 100km/h in 5.0 seconds flat, on the way to a 250km/h top speed.
For the facelift, it receives a revised twin-turbo set-up with reduced lag, new pistons and a lighter, one-piece aluminium intake manifold to save weight and cut noise paths while retaining existing outputs.
The 500h, meanwhile, gains software updates for more electrical assistance at lower revs for stronger acceleration times and feel. It employs the 8GR-FXS engine – a 3456cc naturally-aspirated variation with a higher compression ratio (13.0:1 versus the 500's 10.478:1), developing 220kW at 6600rpm and 350Nm at 5100rpm.
Being a series-parallel hybrid, there is a 132kW/300Nm permanent magnet motor and 650-system volt lithium-ion battery, making for a combined power output to 264kW. It now can run longer on pure electric – up to 129km/h compared with 70km/h before. Sending drive to the rear wheels via the L310 continuously variable transmission with a four-speed shift device and a 10-speed simulated shift control operation to mimic more natural auto responses, it requires 5.4s to hit 100km/h, and manages the same top speed as its 500 counterpart.
Both autos, by the way, have more aggressive Sport and Sport+ shift ratio software, while the M manual mode has paddle shifters.
Kerb weight varies from 2215kg (500 Sports Luxury) to 2340kg (500h Sports Luxury).
The new Ghost is powered by an all-alloy, direct-injection, 6.75-litre, twin-turbo V12 (also used in the Cullinan SUV) producing 420kW (563hp) at 5000rpm, and 850Nm at 1600rpm.
The ‘six-and-three-quarter-litre’ V12 has a distant link to BMW’s ‘N74’ engine, but Rolls-Royce is at pains to point out this unit stands on its own two feet, and that every piece of it bears a RR part number.
It runs a Ghost-specific engine map, and permanently drives all four wheels through a GPS-guided eight-speed automatic transmission.
That’s right, the GPS link will pre-select the most appropriate gear for upcoming bends and terrain with the aim of producing “a sense of one endless gear.” More on that later.
The LS 500 returns a combined 10.0 litres per 100km, or 14.2L/100km urban and 7.6L/100km extra urban. Thus, the combined carbon dioxide emissions rating is 227 grams per kilometre, but can range from 172-321g/km. A theoretical average range of 820km is possible.
Moving on to the hybrid, the LS 500h manages a combined 6.6L/100km, or 7.8L/100km urban and an impressive 6.2L/100km extra urban. Its combined CO2, therefore, is 150g/km, and can drop as low as 142g/km and rise as high as 180g/km.
The Hybrid's average range should be about 1240km.
Both models require premium unleaded petrol as a minimum - 95 RON in the LS 500 and 98 RON in the Hybrid.
A key goal has been on reducing the stop/start frequency of the 500h's petrol engine during high-speed driving to increase both refinement and response.
Rolls is currently quoting European Regulation (NEDC) fuel consumption numbers for the new Ghost, which for the combined (urban/extra-urban) cycle is 15.0L/100km, the big V12 emitting 343g/km of CO2 in the process.
On the launch drive, covering around 100km of urban pottering, B-road cornering, and freeway cruising, we saw a dash-indicated figure of 18.4L/100km.
Premium 95 RON unleaded fuel is recommended, but if circumstances (presumably in the back-of-beyond) demand it, standard 91 unleaded is usable.
Whichever you choose, you’ll need no less than 82 litres of it to fill the tank, at our average fuel use, enough for a theoretical range of 445km.
No matter what it says on the badge, the LS is first and foremost a large, heavy and imposing luxury sedan. Its sporting capabilities are relative.
Keeping that in mind, the updates for the MY21 version are a success, since the largest Lexus passenger car is uncannily quiet and refined, as you might hope and expect. The ride quality is largely cushioned and free of bump intrusion inside, with a sense of gliding over most road surfaces as if they were blemish-free.
We much prefer the Sport Luxury version, and the 500h in particular, because it can run silently in electric mode for periods, and somehow feels more lavish and plusher to ride in.
Whether that's psychosomatic or actual is debatable, for essentially both the 500 and Hybrid share the same multi-link front and rear platform, adaptive dampers and rear air suspension set-up, but the impression is that this grade is the choice for those wanting to feel ultimate luxury and peace.
On paper, the 500 F Sport should be the driver's choice, since it has the racier look and set-up, as well as 600Nm of tree-trunk-pulling torque.
The thing is, it doesn't necessarily feel all that athletic, and maybe that's because the whole existence of this model is based around isolating its occupants as comfortably as possible. This is no criticism, and the LS certainly envelopes everybody as a great limo ought to, but don't expect Audi S8 levels of steering crispness or handling agility.
Anyway, if you need to feel as if you are a princess in exile escaping villains with bazookas out the back of a Kombi, then the LS does an exceptional job in keeping the 2.3-tonne-plus mass in motion, cornering safely and precisely where it is pointed to, without losing too much composure or traction in tight, fast bends. This is quite a feat, really, for the big Lexus can be hurried along a mountain pass through narrow passages like a much smaller sedan, and without being bumped out of line or off course.
Again, for all-out performance, the 500h feels stronger, especially when called on to pull ahead instantly at speed, because the electric assistance is palpable compared to the regular 500's twin-turbo V6. Both are obviously very, very fast and sufficiently responsive to throttle inputs – and it's a sign of the brand's engineering prowess that their internal serenity means the speed isn't obvious until you're looking at the speedo – but there isn't even a whiff of lag in the Hybrid. That said, once on the go, that twin-turbo V6 in the 500 soars.
Considered in this context, you have to say that the MY21 LS is an exceptionally sumptuous and sophisticated limousine with the speed, safety, security and capability of taking you from point A to B without drama or noise.
Or, for that matter, excitement.
So, if this Rolls is designed to be driven, what’s it like behind the wheel? Well for a start, it’s plush. As in, the front seats are big and comfortable, but surprisingly supportive and endlessly adjustable.
The digital instrument cluster tips its hat to classic RR dials, and despite thick pillars (especially the bulky B-pillars) vision all around is good.
And if you’re thinking 2553kg is a lot of Ghost to get moving, you’re right. But there’s nothing like applying 420kW/850Nm of twin-turbo V12 muscle to the task.
Peak torque is available from just 1600rpm (600rpm above idle) and Rolls-Royce claims 0-100km/h in 4.8sec. Plant the right foot and this car will calmly have you at throw-away-the-key speeds in the blink of an eye, the eight-speed auto shifting imperceptibly all the way. And even at full throttle, engine noise is relatively subtle.
But aside from that prodigious thrust, the next eye-opener is unbelievable ride quality. Rolls calls it ‘Magic Carpet Ride’, and it’s no exaggeration.
The bumpy road surface disappearing under the front wheels just doesn’t compute with the unruffled, perfectly smooth progress you’re experiencing. It is unbelievable.
I’ve only had that sensation once before, behind the wheel of a Bentley Mulsanne, but this was possibly even more surreal.
Rolls-Royce’s ‘Planar’ suspension system refers to, “a geometric plane which is completely flat and level”, and it works.
The set-up is double wishbones at the front (incorporating a unique to RR upper wishbone damper) and a five-link arrangement at the rear. But it’s the air suspension and active damping that create the magic Rolls calls “flight on land.”
A ‘Flagbearer’ stereo camera system in the windscreen reads the road ahead to proactively adjust the suspension up to 100km/h. It’s name recalls the early days of ‘motoring’ where a person waving a red flag walked in front of cars to warn unwary pedestrians. This slightly more sophisticated approach is just as arresting.
This time around the Ghost is all-wheel drive (rather than RWD) and it puts its power down brilliantly well. We dared to push it fairly aggressively on a twisting B-road section and all four fat Pirelli P Zero tyres (255/40 x 21) kept things on track without so much as a squeal.
A 50/50 weight distribution and the stiffness of the car’s aluminium space-frame architecture help keep it balanced, planted and under control. But on the flip side, steering feel is almost completely MIA. Numb and overly light, it’s the missing link in the Ghost’s otherwise impressive dynamic performance.
Drop into a freeway cruise and you become aware of the impossibly low noise level. But it’s not as quiet as it could be. Rolls says it’s able to achieve near silence, but adds that becomes disorienting, so it introduced an ambient “whisper”... “a single, subtle note.”
To achieve this level of calm the bulkhead and floor have been double-skinned, interior components are tuned to a specific resonance frequency, and there’s 100kg worth of acoustic damping materials within nearly half the architecture of the car, in the doors, roof, double-glazed windows, even inside the tyres.
The four-wheel steering system helps with agility on the highway (where the front and rear axles steer in unison), but comes into its own at parking speeds (where they counter-steer), because even with numerous cameras and sensors, parking this 5.5m long, 2.5-tonne machine is quite an undertaking. Turning circle is still 13.0m, though, so beware. If all else fails, the car will park itself, anyway.
Beefy ventilated disc brakes front and rear wash off speed progressively and without a hint of drama.
Other highlights? The multimedia system is the only thing openly borrowed from BMW, but that’s not a problem because the interface is great. And that 1300W, 18-speaker 18-channel audio system absolutely cranks!
Neither the ANCAP organisation nor Euro NCAP has crash-tested an LS for this or previous generations. And, for that matter, nor has the American NHTSA or IIHS, due to low sales.
Standard safety items include 10 to 12 airbags (depending on model, with dual front, front-side and curtain items), AEB with pedestrian and cyclist detection, forward collision warning, driver attention alert, Lane Keep Assist, a Front Lateral Side Pre-Collision System, Active Steering Assist, radar-based adaptive cruise control, Parking Support Brake, Road Sign Assist (detects certain speed signs), a four-camera Panoramic View Monitor, Blind Spot Monitor, Lexus Connected Services, Electronic Stability Control, traction control, anti-lock brakes with electronic brake-force distribution and brake-assist, and parking sensors all-round. The BladeScan adaptive LED headlights with anti-dazzle tech is also fitted.
The LS' AEB functions between 5km/h and 180km/h.
Additionally, two rear-seat ISOFIX points as well as three top tethers for straps are supplied.
Rolls-Royce doesn’t submit its cars for independent safety assessment, so no ANCAP rating for the new Ghost, unless, of course, the local testing authority chooses to purchase one. Enough said...
The previous Ghost was limited by its ageing 7 Series platform when it came to the latest active safety tech, But this version, sitting on a bespoke RR chassis, brings the entry-point Roller up to speed.
Included are AEB, incorporating ‘Vision Assist’ (day and night wildlife and pedestrian detection), active cruise control (with semi-autonomous driving mode), cross-traffic warning, lane-departure and lane-change warning, as well as an ‘Alertness Assistant.’
There’s also a four-camera system with panoramic and helicopter view, as well as a self-park function, and a hi-res head-up display
If all that’s not enough to avoid an impact, passive safety includes eight airbags (front, front side, full-length curtain, and front knee).
There are also top tethers and ISOFIX anchors on the two outer rear seat positions for safely securing child restraints for kids fortunate enough to be travelling in this kind of style.
Lexus offers a four-year 100,000km warranty, which is considered one of the worst in the industry for mileage distance, due to the low number. Most rivals offer unlimited kilometre warranties, as well as more years in some cases.
However, it does come with a three-year program covering standard logbook services completed at an authorised service centre, with the first three annual/15,000km services for the LS costing $595 apiece.
A complimentary pickup and return service from home or workplace is available, as are a loan car, exterior wash and an interior vacuum during servicing. It's all part of the Lexus Encore Owners Benefit program, offered for three years and includes 24/7 roadside assistance.
Finally, the Encore Platinum brings the aforementioned travel destination free Lexus vehicle program (four times a year over three years) in Australia and NZ, as well as numerous valet parking and events privileges, limited to a several annually, and discounted fuel at participating outlets.
Rolls-Royce covers its Australian range with a four year/unlimited km warranty, but that's just the tip of the ownership iceberg.
The mysterious ‘Whispers’ owners portal, a “world beyond”, is claimed to offer the opportunity, “to gain access to the inaccessible, to discover rare finds, to connect with like-minds.”
Plug your car’s VIN into the app and you’ll be on the receiving end of curated content, event invitations, news and offers, as well as access to your own ‘Rolls-Royce garage’, plus a 24/7 concierge. All complimentary.
What’s more, service is recommended every 12 months/15,000km, and it’s free-of-charge for the duration of the warranty.