The LS is Lexus’ flagship and the model that established the brand in 1989. Aimed squarely at the Mercedes-Benz S-Class, the Japanese challenger made history by taking on its German rival and coming out on top. Like the Benz, the LS was a conservative luxury barge for decades, opulent, tech-heavy and refined but rarely adventurous. Until 2018, when the current LS debuted. This LS uses V6 power only and makes its mark with visual verve as much as traditional luxury sedan tropes.

For 2021, Lexus has given the LS minor visual and mechanical changes but one particularly important upgrade. The touchpad remains, but the car’s infotainment system is now usable through a big, beautiful 12.3-inch touchscreen. Android Auto compatibility comes with the new system, too.

There’s no mistaking the 2021 Lexus LS for anything else in the big luxury sedan class thanks to its sleek, extroverted looks. While not quite as clean as a Tesla S, the Lexus looks athletic, particularly in LS 500 F-Sport trim with extra scoops and big black wheels. Alex Kwanten

The LS’ wasp-waisted styling is self-consciously the most visually daring and sporty in the big luxury sedan class, and it looks much edgier than the Audi A8, BMW 7 Series or S-Class. The look is an opinion splitter, but the LS won’t be mistaken for anything else. The LS undercuts the Germans on price, in some cases by quite a bit, but the upstart Genesis G90 is a bit less expensive. The G90 has moved into the visually conservative territory the LS vacated, and it’s a much more relaxed driver, so the choice is aesthetic and dynamic.

A trio of trims and a pair of powertrains define the LS. The base model LS 500 ($77,025 including a $1,025 destination fee) and the LS 500 F-Sport ($80,625) are both powered by a 3.5-liter twin-turbo V6 packing 416 horsepower and 442 pound-feet of torque. The hybrid LS 500h ($91,525) uses a different version of that V6 mated to an electric drive for a combined 354 system horsepower and 257 pound-feet of torque. 

The twin-turbo models use a slick-shifting 10-speed automatic transmission, while the hybrid gets a less satisfying continuously variable automatic transmission (CVT). Rear-wheel drive is standard, but all-wheel drive (AWD) is a $3,250 option on all models.

The 2021 LS gets a new touchscreen infotainment interface, a major upgrade from the previous touchpad-only setup, but its clean and modern cabin is not altered very much otherwise. Alex Kwanten

The hybrid’s fuel economy towers over every other large luxury sedan, but its price negates any real savings on fuel, and its performance is tepid. The less expensive twin-turbo models are much more satisfying to drive, but some consumers consider the lack of a V8 option miss in this well-heeled class. The twin-turbo models drive well, however, particularly the F-Sport.

The F-Sport adds bigger brakes and sharpened suspension tuning to the LS 500’s standard adaptive suspension. It ups the visual excitement too, with styling tweaks and big black 20-inch wheels, up from the standard 19-inch units. The F-Sport may not have the power of the Mercedes-Benz S580’s V8, but it’s more than a match for the S500’s inline-six, and it costs $30,000 less. Genesis’ 5.0-liter V8 is comparable to Lexus’ V6 on power but the G90 is a more sedate drive.

Both twin-turbo models are whisper quiet, a Lexus tradition backed by active noise cancellation, and they are controlled and planted machines, particularly with all-wheel drive. The twin-turbo’s power delivery is silky smooth around town or when you floor it. 

Somewhat surprisingly, the LS F-Sport is an engaging partner for twisty back roads, encouraging the driver despite its 206-inch length and 4,700-pound heft. The F-Sport’s personality is a good match for the car’s extroverted style.

There’s plenty of room in back, although not as much as in the LS’ German rivals. The moonroofs open externally, which greatly helps headroom in this low-slung machine. Alex Kwanten

Though the hybrid offers class-leading fuel economy the twin-turbo versions are only slightly above average, at 22 mpg combined with rear-wheel drive and 21 with AWD, ahead of the A8 and G90 as well as many versions of the S-Class, but behind some 7 Series models. 

Stepping inside both drivers and passengers will find ample room. Though the roofline is low, there’s adequate headroom even for tall passengers in back. For four, it’s a palace, though one that isn’t quite as roomy as the confines of the Germans, all of whom boast 44 or more inches of rear legroom to the LS’ 38.9 and G90’s 37.8. Still, it looks and feels rich, and the new S-Class uses similarly delicate, almost streamline moderne details in its cabin, too.

The back seat may be slightly smaller than the Germans, but the twin-turbo LS models boast a nearly 17 cubic-foot trunk, more than the A8, G90 or S-Class, but just shy of the 7 Series. The hybrid LS cedes 2 cubic-feet to its battery pack.

While the LS doesn’t have the Mercedes’ vast screens and whiz-bang gadgets, the infotainment system now runs through a 12.3-inch touchscreen. 

Though it looks a bit wild, particularly in sparkling Matador Red Mica paint, the LS is still a big luxury sedan and one that conveys a premium image. Alex Kwanten

The disliked touchpad of old remains, but you can now input commands on the screen directly and it’s mounted closer to the driver. (It may be a reach for some folks). This is a huge improvement, but Lexus’ infotainment feels a little behind its competitors and some functions are buried in menus. Apple CarPlay and now Android Auto (added for 2021) are standard.

Every LS is well-equipped out of the box, including features like navigation, heated and ventilated power front seats, wireless charging, a power moonroof and a premium audio system, but Lexus offers several option packages to further gild your LS. 

The interior upgrade package ($3,750) brings aniline leather and more color choices with a 28-way massaging power driver’s seat. The luxury package ($12,710) brings a pair of those massaging seats in front as well as reclining heated rear seats and other trim upgrades. Above that are an even ritzier Executive package ($17,630) with more power toys and fancier interior fittings. Fanciest of all is the Executive Package with Kiriko glass door inserts and other hand-made touches for $23,630.

The LS’ trunk is good for just shy of 17 cubic-feet, one of the larger trunks in the class and easily capable of swallowing four golf bags or a week’s worth of luggage. Alex Kwanten

Like most of the big top-tier premium sedans, the LS hasn’t been evaluated by the IIHS or NHTSA, which costs it some points in our evaluation. But it’s clearly a very rigid chassis, quiet and with high dynamic limits, and it packs ten airbags and lots of other safety measures. 

Lexus’ Safety System 2.0+ is standard and contains lots of active safety gear, from the basic forward automatic emergency braking with pedestrian detection to adaptive cruise control with lane centering, systems that work seamlessly.

The LS doesn’t feel quite as fancy as its German opposites, but it’s also a good value buy, save for the Hybrid. You can load the LS up with extras, but the higher price approaches the Germans. The best pick of the lot is likely the LS 500 F-Sport with a few of the optional extras. For a big luxury sedan, the LS is a visual extrovert and the F-Sport delivers all of the quiet, luxury feel buyers expect with an extra dash of personality.