Jayjay513

Hello fellas! I'm new here as I'm sure you can see. Basically to save your time I'll get right to it. I am looking at buying a 2000 ls400. Most I'm finding around 100k-130k miles and I am really interested in making this a nice show car VIP build. I'm well aware of the known longevity and reliability of these vehicles as well as the known issues. So, my question is this: Should I be concerned to dump my money (wheels, tires, suspension, vinyl wrap, cosmetic stuff) into a vehicle of this age and mileage to bring it up to show car quality? Or am I good to go, keeping in mind that it IS a 19 year old vehicle with 100k-ish miles? Thanks in advance for any help or direction towards an appropriate thread!

Jay

Losiracer2

The most common wear items, since you'll probably either run an air setup or coilovers, would be the strut rod bushings and the front lower balljoints. On both the 97' and 99' LS that I have, they've both become worn out over time and needed replacement due to slop and vertical play. Aside from that, suspension wise, I did have a front LCA bushing go bad, but it was on my high mileage 97' around 275k miles. I currently drive my 99' w/ 147k and it only needs front lower balljoints. The shocks are soft but not blown....I'm kind of enjoying how plush the ride is when I drive it normally, but with the increase in power/performance of the 99' engine and drivetrain, I feel like I need to put these Bilstein HD shocks on sooner rather than later to fix the pitching and diving that I'm experiencing when driving a bit more spiritedly.

The electronics and everything related to switchgear and controls is top notch on these cars. I haven't had one issue with even a window regulator on my 97'. It may have had the ECU repaired with new capacitors in the past though, but I can't confirm. One thing i just remembered is with any car that's 20 years old, all the engine bay vacuum lines and hoses are going to be hard and brittle. Plan on replacing them all in the near future, that's what I'm doing even on my 99' with low miles as two hoses cracked when removing when replacing my coolant temp sensor.

The transmission will last 300k if taken care of with regular Trans fluid drain and refills with Toyota T4 fluid. I had one issue with my 97' where the lockup solenoid failed, but i was able to replace it with a JY part and its operating normally. The solenoid was $300 at the dealer which I why I opted for that. The engine will last most likely beyond 500k with even basic engine oil and filter changes. I drove the millionmile Lexus, Matt Farah's car when it had 922k and it felt just as strong as my 254k 97' back in Oct 15' so that thing is bulletproof. People use these 1UZs to swap into drift cars that they flog at max RPM the whole time, so nothing to worry about there.

Jayjay513

Yeah, I'll be going with bags for sure! So, like with any vehicle I buy, I'll take it to my local mechanic and have him give it a thorough comb through. Following that, I'll replaces stuff and hoses as needed. Any recommendations as to where to get hoses, like dealer or what?

Looks like I don't really have much to worry about. I am meticulous with my maintenance to say the least. I was just worried I'd be one of the, "had to buy new this and new that and blah blah...just to get her running." Seems like as long as I check her over really well and don't get a total lemon, I should be good to go! Thanks for the input!!

timmy0tool

iTrader: (7)

i did run bags on my LS before I sold it (at $171k miles) and I suggest to make sure the bushings and ball joints are solid. for sure I would replace the front lower ball joints as the air ride stresses them.
I would also recommend to change the preload on ALL bushings after the car is heavily lowered to minimize further wear. this just comes with slamming an old car.

as for the engine, basic maintenance will go a long way and starting with a car with a known history helps tremendously.
the big negotiating element when buying these cars is the timing belt, which should be done every 90k. it's a costly job which is $1000 bargaining chip.

all in all, modifying anything heavily is really never cost effective and the value is in the eye of the owner.
if it's worth it to you to spend the money in making the car a nice show car, then that's all that matters.
I understand that asking the community here if that's a sound idea. most here are more of the 'keep it stock and don't change the original design' type of mindset so be aware of this.
you will not find lots of folks with the knowledge of how to modify the suspension to get more camber to fit 12" wide wheels, or what best body kit to run, etc.
go to VIPstylecars for that, though it's a ghost town over there nowadays.

I do find great value in putting a bit more money into a car to run better, have that peace of mind with reliability, with a flair of personalization!
thus the overall ownership experience is much more enjoyable.

400fanboy

100, 150k is just getting started.

As others have said, rubber items in hoses, belts and suspension components are most of the major repairs that are necessary to the car. The only real "flaw" is the ECU capacitors to be honest, everything else is normal wear and tear.

I have a 98 and everything except the console lights behind the clock work.

Sin1UZFE

I found this on this forum and copy and pasted to a txt file I have went through it to check all the parts in question:

The Unofficial LS400 buyer's guide
Good morning everyone. Since my LS is about to go into the shop again, I wanted to share my experience owning it and a GS400, creating a thorough buyer's guide since I see these questions pop up pretty often. Of course feel free to contribute any other tips you might have and maybe we can make this into a sticky post for potential buyers. Disclaimer: I'm not a professional mechanic nor do I work for Lexus. I'm just an enthusiast who loves these cars, obsesses over keeping them on the road in good condition and does a lot of DIY. I have an aerospace engineering background but no formal training on cars.

ENGINE

The most important items on the 1UZ engines are the timing belt and water pump. They should be changed every 90k-100k miles and there is a sticker under the hood, usually on the engine cover, that should state the date and mileage of the last change. 90-94 cars have a non-interference engine, meaning that if the timing belt jumps or snaps, your engine will just die but no mechanical damage will occur. 95+ engines are interference, so loss of timing will cause the pistons to hit the valves and result in catastrophic failure. When buying a 95+ car then timing belt change becomes more critical. It's good to do anyway because the water pumps start seeping around that mileage anyway. Make sure they change the idler pulleys, tensioner pulleys and hydraulic tensioner when they do the job or you do it yourself, 99% of shops will.

Cam seals and the crankshaft seals have a tendency to leak. You will notice by seeing an oily mess on the front of the engine, coming from behind the timing cover. In bad cases it will even drip on the ground. It is normally suggested to replace these while doing the timing belt and water pump service, so don't cheap out and ask for it to be done. 98+ cars also have a seal in the VVTi gear that can leak, so do that while you're there as well. I've had to do all three in three separate occasions (read: labor $$$$) because I was being a cheapskate and the shop I used wasn't keen on "while we're there" maintenance

Valve Cover Gaskets. These usually start to go around 60-80k depending on your luck. You will notice by a little wetness around the valve cover itself, or in really bad cases by dripping towards the rear of your engine. If it's really bad it will leak onto your hot catalytic converter releasing a puff of smoke when you're at a standstill. You can also pull a spark plug and see if it's oily as the spark plug tube seals usually fail at the same time and should be replaced as part of the job.

Vacuum recovery box. There's a plastic box along the intake tube that goes from your air filter to your throttle body on the 98+ cars to which several vacuum lines attach. The nipples for these lines are made of plastic and snap off on most cars, resulting in people jerry rigging hoses with RTV (I've even seen electrical tape!). You can check this easily by just removing the engine cover and taking a look. This can cause vacuum leaks and should be addressed. You can buy barbed brass fittings at the hardware store, drill out the hole where the old nipple was to enlarge it and screw the fitting in, putting some RTV around the joint for safety. Be careful not to crack the plastic in the process as it's very thin. Check the forums for detailed instructions on how to do this.

Hoses. Check them to make sure they're soft. With the age and heat most of these have gone hard and brittle. If you ever work on your car and plan to remove a hose, make sure to buy a replacement as it will crack when you pull it off.

Serpentine Belt. On high mileage cars check the tensioner and idler pulleys and make sure there's no bearing noise. They're cheap and easy to replace so I suggest doing it next time you change your belt on a high mileage car.

POWER STEERING

This warrants it's own sections as it's one of the biggest issues with these cars, especially the first generation ones. The main issue is that the pump will leak on almost all cars, and conveniently leak onto the alternator, frying it and leaving you without power. Make this the first thing you check on every car. First generation cars can also leak from the power steering reservoirs onto the alternator, but the reservoir location was moved I believe in 98. Also, if power steering fluid level drops but you don't see a leak, or if there's a puff of white smoke on startup, then you have a leak from the idle up valve that uses vacuum to raise the idle when the power steering pump is operated. It's screwed in to the pump and has two vacuum lines coming from it. You can read lots of info on the power steering system from the ClubLexus Power Steering Bible

SUSPENSION

The #1 suspension issue with these cars are the strut rod bushings. They usually fail around 100k miles and you can tell on the test drive if you're front end feels very loose over bumps. It can also cause a slight vibration when going 60-65 mph or a shimmy under light braking from highway speeds that will be felt in the steering wheel instead of in the pedal like warped rotors normally would.

Lower ball joints should also be replaced if the cars have over 100k. They're heavy cars and wear them out faster than other models. If grease is leaking from the boot, then it's time to replace. Grab the wheel at 12-6 and at 3-9 with the car jacked up and shake it. If there's play, then it's time to replace. You can do them when changing the strut rods as it's a pretty simple job compared to many other cars.

Sway Bar Bushings can also go bad. You can tell if there's a creaking noise going over bumps, like an old door opening. They're also cheap and take about 10 minutes each side to replace.

ELECTRICAL

On 90-97 cars, the ECU capacitors tend to leak causing all sorts of crazy issues. The most common ones seem to be hard starting, rough running, OBD port that won't communicate. I personally have a 99 so I haven't experienced any issues, but there is a wealth of knowledge in this thread. The ECU can be rebuilt by a specialist either by mail-in or locally if you live around one, and it's not too expensive if I remember correctly.

The instrument cluster has two main failure modes. The CCFLs on the needles can go out, leaving them dark, or the Speedometer and/or Tachometer needle will be stuck at zero. Both can be solved by sending it out for rebuild. There are several places in the US that offer this service for the LS400 and it's around 120$.

Corroded grounds can give funky electrical issues, including a no-start condition where the starter will click once then the whole car will just go dead as if there were no battery plugged in. It will usually start and work properly after pulling the negative battery terminal for a couple of minutes then connecting it back. You can follow the instructions on this thread to check the condition of your grounding points and replace any corroded component (part numbers are included). I had the intermittent no-start issue and replacing all parts in that thread cured it after a relatively straightforward fix.

TRANSMISSION

The transmissions on these cars are very solid, and I haven't really experienced any pressing issues aside from these two things.

On the first drive of the day, it will hang in 2nd gear up until around 2600 RPM even if you're easy on the throttle then slam into 3rd. Just once. Afterwards it will never do it again. All the 1UZ Lexuses I've driven do this and the consensus seems to be that it's normal and can be programmed out by changing some components in the valve body. TransGo sells a kit online for around 70$ IIRC.

I've seen some cars throw a P0763 "Shift Solenoid C Electrical" code intermittently that will clear itself after one or two days. It seems to be more common on the GS400 and my GS did that a couple of times, but never on the LS. Could be possibly caused by a particle in some dirty transmission fluid getting stuck in the solenoid then clearing out and some have reported fixing it completely after a transmission flush, or some electrical contacts in the solenoid getting bent out of shape. On my GS draining and filling the fluid a few times only fixed it temporarily and it was resolved by replacing the solenoid.

BRAKES

Brakes on these cars don't seem to have any issues. If your car is a 90-94, consider upgrading to 95+ brakes as they are a lot more effective. It's a direct bolt on swap but you will need to run at least 17" wheels to clear the larger caliper and rotor.

Please feel free to contribute anything that I might have missed or not experienced, to make this guide as thorough as possible. Also feel free to correct me if I made any mistakes and I will edit as quickly as possible. Hopefully we can make a sticky thread out of this for future reference.

ENGINE AND TRANS MOUNTS

These have a big effect on the ride quality in the car.
A bad transmission mount can show itself in many ways but the most common one is a phantom like vibration you feel when accelerating through 1800-2000 RPM. It's a kind of flutter sound, similar to when you go high speed with the windows open but will be very difficult to discern and your passengers might not even feel it. I have very sensitive hearing so it bothered me a lot. You can also put your hand on the shifter and if you feel a vibration in that rev range, it's probably shot. Honestly it's probably shot anyway at high miles, costs around 50$ from the dealer and takes 30 minutes to change so there's no reason not to.
Engine mounts are more of a pain and I used a shop for mine. The 1UZ should be able to have a glass of water put on it's intake manifold and show no ripples. If it shows many ripples, or you feel lots of vibrations or a shaking at idle and when revving, even in neutral, then it's probably the mounts. All three of mine were split in half at 145k when they were changed.

EDIT: Added info on engine and trans mounts.
EDIT 2: Loaner LS400 that I tried also had the 2nd gear hanging issue in the morning so it is a design thing. Found the supplier of the valve body rebuild kit (TransGo) and edited accordingly.
EDIT 3: Added info on issues caused by corroded grounding points in the engine bay and how to check them
EDIT 4: Corrected the light source. LEDs -> CCFLs

python

iTrader: (4)

high miles? the car isnt even broke in yet

400fanboy

Amazing post Sin1UZFE, thanks for that.

Stereorob

where the hell in florida are you??

it very rare i see any Ls400 around here, in orlando without at least 150k on it. these cars have a very very long lifespan. 130k is brand new. if you just want one to stance or thrash around for a year or two and throw away, dont worry about its history, but if you want a good one, to keep awhile do your due diligence and wait for the right one. it could take awhile but it WILL pay off.

400fanboy

It took me about a year to find a good one to show up locally that wasn't across the country.

127k, timing belt done, like-new interior, the right year and color I wanted. No air suspension. I paid $5500 but for what it is I think it's a fair price...

Every now and then I go on autotrader and take another look and it's shocking how difficult it is. It honestly is just a waiting game for a good one to show up.

JohnAndic

I thought only the 94-97 has the interference engine.

CELSI0R

Nope. 1995+ (UCF20/21 onwards) have interference engines. 1990-1994 (UCF10/11) have non-interference.