This diverse segment offers the widest price range. It covers everything from the $33,000 Saab 9-5 to the $128,000 Mercedes-Benz SL500. Obviously our Best Buys are somewhere in between. We think that the Acura RL is a steal at $42,000 fully equipped. Though it is a front-drive V6 in a field of V8 rear-drive models, it has a great ride, plenty of power, and is quite luxurious. In the same vein, the more-expensive Lexus LS 400 continues to impress, excelling in every way except for handling.
If you are looking for something a bit more sporting we recommend the BMW 5-Series, Jaguar S-Type, or Lexus GS 300/400. If your taste ranges more toward the luxury end, then take a look at the new Cadillac DeVille or Mercedes-Benz CLK.

Lexus has already partly unwrapped its new LS 430, which arrives this October to replace the LS 400. Styling from some angles is remarkably like that of the previous Mercedes S-Class, but the Lexus claims the lowest drag coefficient of any current sedan with a figure of just 0.25. Passenger room is up, thanks to a 3-inch longer wheelbase (to 115.2) and a 2.4-inch gain in overall height. Overall length is unchanged. Against the latest S-Class, the LS 430 claims more front leg and head room, 0.3-cubic foot more total interior volume, and a larger trunk (16.1 cubic feet vs. 15.4 for the Mercedes and 13.4 for the LS 400).
Under the hood is an enlarged version of the Lexus twin-cam V8, now at 4.3 liters but with the same 290 horsepower as the familiar 4.0-liter unit. The extra displacement has improved torque by 20 pound-feet to 320, which implies sprightlier acceleration both off the line and from mid-range speeds. Lexus claims 0-60 mph in 6.2 seconds. A 5-speed automatic returns as the only transmission, but is bolstered by "torque-activated powertrain control," a claimed first. This governs throttle opening based on sensor input regarding vehicle speed and engine rpm as well as pedal position. Lexus cites the example of climbing a grade, where the controller will automatically open the throttle to provide more power, thus minimizing unwanted shifting. We look forward to seeing how well it works.
Like the LS 400, the new 430 has standard 4-wheel antilock disc brakes with Lexus' Brake Assist feature, plus traction control and Lexus' antiskid Vehicle Stability Control system. Air suspension becomes standard instead of optional, however, as does a DVD-based satellite navigation system with 7-inch dashboard display screen. An newly optional voice-activated cell phone also provides voice operation for the navigator.
Lexus has obviously tried hard to make the LS 430 the world's quietest car, claiming a virtual absence of wind noise, even tighter gaps between body panels, and more sumptuous interior materials. There's also a raft of new comfort and convenience features, some of them industry firsts. For example, the front seats have standard heating and cooling elements rather than fans, and the rear bench seat is available with heating and massage functions, plus a memory system for the power-adjustable backrests. Features new to this Lexus but already seen elsewhere include an in-dash 6-disc CD changer, steering-wheel audio controls, power rear sunshade, manual rear-door sunshades, dual-level heated front seats, sonar-type proximity warning system, and power door and trunklid closers. There's also a first-time audio option by Mark Levinson, maker of very high-end home component systems, replacing the current Nakamichi setup.
Pricing hadn't released for this report, but LS 400 sales were down in 1999 vs. '98, so we'd expect the 430 to start only a little higher despite the added standard equipment. Even in the luxury class, Lexus knows it's in something of a "value race" with Mercedes, so it literally can't afford to up-price the 430 too much. We'll have more details as they become available.