2022 Ford F-150 Lightning Interior Review: Fancy and Functional

mercedes-benz eqs-class Full OverviewSolid and dependable, comfortably composed on any road at any speed, sometimes conservatively styled yet always unmistakably premium, the Mercedes-Benz E-Class sedan has for decades been the car whose core values have defined the Mercedes brand. But not for much longer. Mercedes-Benz's dramatic pivot to focus almost entirely on electric vehicles means there is no new E-Class under development in Stuttgart. Instead, its role as the company's touchstone is being handed to the new, all-electric Mercedes-EQ EQE.Think of it as a heart transplant for the three-pointed star.What Is the EQE?The EQE is the smaller sibling of the new EQS sedan, built on a slightly compacted version of the same EVA2 electric architecture. At 196.7 inches, the EQE is 10.6 inches shorter overall than the EQS, but, significantly, its 122.8-inch wheelbase is only 3.6 inches shorter. It has the same swoopy one-box profile as the EQS—at 59.6 inches its overall height is the same—but with the wheels pulled farther to the corners of the car, it has a chunkier stance.The more compact dimensions mean the EQE will only be available with the smaller 10-cell, 91-kWh battery pack. (The EQS is available with a 12-cell, 108-kWh battery.) Even so, Mercedes says in its most efficient specification—single motor, rear drive on steel springs and 19-inch wheels—the EQE has a WLTP-certified 410-mile range. (Official EPA ranges are often 20 percent or more lower, but figure 300-plus miles in any event.) The car can handle fast-charge rates up to 170 kW, which means up to 36 kWh, enough for 155 miles on the WTLP standard, can be added to the battery in just 15 minutes.The EQE also shares much of the technology available on the EQS. The massive Hyperscreen is available as an option, along with air suspension and rear-wheel steering, which pivots the wheels either 10 degrees or 4.5 degrees depending on the wheel/tire package. Speaking of which, the entry-level wheel is a 19-incher, with 20s or 21s available, though selecting those will trim the range by about 5 percent. What you won't be able to get on the EQE—for now, at least—is the Level 3 autonomous Drive Pilot system that made its debut on the new S-Class and is now available on the EQS.Although the EQE looks a lot like the EQS, it's not just a Shrinky Dinks version of the bigger car. Apart from its proportions, the front end is subtly different with its own headlight graphics. And unlike the EQS, which is a hatchback, the EQE has a conventional trunk. The reason, says EVA2 vehicle development chief Holger Enzmann, who's driving me around Stuttgart in a pre-production EQE350+, is to improve rear headroom by eliminating the need to package the hatch's hinges in the roof.I try the rear seat at a stop. Although it feels cozier than an E-Class', there's plenty of leg- and knee room, and the H-points on the front and rear seats are 3.2 inches farther apart than in the E-Class. There's also more than an inch of clearance (I'm 6-foot-2) between my head and the optional glass roof fitted to the car. The rear seat also simply looks smaller than the E-Class', particularly in the squab, but Enzmann says the shoulder room is the same. You do have to duck under the header rail to get in and out, however, and the view through the dramatically sloping rear backlight is like looking out of a mailbox.The Ride Stuff: Our ImpressionsThe white EQE350+ Enzmann is driving has a single 288-hp, 391-lb-ft electric motor driving the rear wheels. It feels brisk enough when he punches it to merge onto the autobahn, despite the EQE's 5,300-pound mass. More powerful versions such as the dual-motor, all-wheel-drive model are coming, and there'll be an AMG EQE with about 670 horsepower. Think of the EQE350+ as analogous to the entry-level E350 sedan, though Enzmann's brought along a well-optioned car, fitted with the Hyperscreen, a glass roof, the 10-degree rear steering system, air suspension, and an AMG Line appearance package, which includes a slightly more aggressive-looking front fascia and 20-inch wheels.From the front passenger seat, at least, the EQE hews closely to traditional E-Class values. With the battery under the floor, the front seating position is 2.6 inches higher than in an E-Class, and there's just over an inch more shoulder room. It feels spacious.You expect an electric car to be smooth and quiet, but the air-suspended EQE rides beautifully and is eerily silent, with nary a hint of a whine from the six-phase permanently excited synchronous electric motor or any harmonics from the 255/40 Pirelli SottoZero winter tires. "An internal combustion engine masks all sorts of noise," Enzmann says, "but in an EV there's nowhere to hide." The noise-suppression features include isolating both the motor and the inverter and control electronics, which are packaged in a special sandwich sheet steel with a plastic central layer.We'll wait until we get to drive and test one on roads we know, but first impressions suggest the EQE350+ with air suspension is a benchmark midsize luxury EV in terms of ride and refinement. It makes a Tesla Model S feel like an antique.In case you don't want to waft along in near silence, the EQE offers three sound experiences, artificial noisescapes piped through the audio speakers that rise and fall in concert with speed and acceleration, their intensity linked to whether you're driving in Eco, Comfort, or Sport modes. Silver Wave is a sort of gentle ambient sound, Vivid Flux is a robotic electronic noise, and Roaring Pulse sounds like someone trying to suffocate an AMG GT Black Series under a giant pillow. Quite why you'd want any of them, I don't know, but they're there. And if that's not enough interior entertainment, you can also select an ambient lighting mode that also responds to speed and acceleration.The aforementioned drive modes change the same sorts of things as in the regular E-Class, with Individual mode allowing drivers to mix and match accelerator mapping, suspension settings, steering weighting, and traction and stability settings as they desire.The Verdict—So FarFirst impression: The EQE is the E-Class electrified. No, the interior package is not the same—though roomier up front and with more rear legroom—as that sloping roofline makes the rear seats feel slightly more cramped. But the EQE350+ feels to have the same overall demeanor of the three-pointed star's touchstone car. And that's a good thing.But the E-Class, of course, is more than just a sedan. One in three E-Classes sold in Europe last year was a wagon, and in Germany wagons accounted for 50 percent of E volume. And then there is the E-Class Coupe and its Cabriolet cousin, both still solid sellers. Do they simply go away when production of the internal combustion E-Class finally ends?Enzmann demurs, then hints EQ versions of those models are likely to appear toward the end of this decade, when the EVA2 architecture is superseded by the new MB.EA architecture under development in Stuttgart.An AMG EQE wagon? Sign us up.Looks good! More details?2023 Mercedes-EQ EQE 350+ Specifications PRICE $57,000 (est) LAYOUT Rear-motor, RWD, 5-pass, 4-door sedan ENGINE 288-hp/391-lb-ft permanent-magnet electric TRANSMISSION 1-speed automatic CURB WEIGHT 5,300lb (MT est) WHEELBASE 122.8 in L x W x H 196.7 x 77.2 x 59.6 in 0-60 MPH 6.5 sec (MT est) EPA FUEL ECON, CITY/HWY/COMB Not yet rated EPA RANGE, COMB 339 miles (est) ON SALE 2023 Show All

lexus lx Full OverviewThe 2022 Lexus LX600 is a giant leap forward—15 years have passed since its last major redesign—but the 27-year-old SUV nameplate is still a work in progress. The fourth generation of the luxury brand's SUV flagship expands to five trim levels, but Lexus may have stretched itself a bit thin in its bid to appeal to a wider swath of potential buyers. At least in the LX600's first model year on a new platform.A lot is asked of the 2022 Lexus LX600 that goes on sale this quarter. With Toyota's decision to not offer the 300-Series Land Cruiser in North America, the lower trims of the Lexus LX600 must pick up these loyal orphan buyers lest they stray to another automaker's brand. At the other end of the spectrum, the new LX600's Ultra Luxury trim is a four-passenger, VIP-treatment SUV. Then there is the heart of the market, where the majority will buy a mid-trim, three-row LX600, including those who want a sportier look and more off-road capability with the new F-Sport trim.Here are the five trim levels, with a price span of almost $40,000 from base to VIP treatment:The base trim is a five-passenger, two-row SUV that will account for 5 to 7 percent of 2022 Lexus LX600 sales. It starts at $88,245. The Premium, new F-Sport, and Luxury trims are seven-passenger, three-row SUVs. Starting prices are $96,345, $102,345, and $104,345, respectively. The Premium trim will account for as much as 40 percent of sales, and the three middle trims combined could be 90 percent of the mix. The new Ultra Luxury is a two-row, four-passenger SUV with reclining captain's chairs in the second row. It starts at $127,345 and will represent a small fraction of total sales. To attract a more diverse customer base and continue to meet the needs of loyal LX customers as well as those moving up from the Lexus GX, the 2022 Lexus LX600 has moved to Toyota's GA-F platform which also underpins the 2022 Toyota Tundra full-size pickup truck, the 2022 Land Cruiser offered elsewhere in the world, and the third-generation 2023 Toyota Sequoia SUV.Dynamic New Platform is a Big LeapDeveloped in Japan, engineers were ready to ditch the aging platform for one that would allow them to make the 2022 Lexus LX600 lighter, with a lower center of gravity and a more dynamic ride. The GA-F architecture also accommodates a new powertrain with the ability to add electric motors for a hybrid in the future. Lexus will not offer a diesel engine in North AmericaThe new LX600 has the same powertrain as found in the Toyota Land Cruiser and Tundra: a 3.4-liter twin-turbo V-6 that generates 409 hp and 479 lb-ft of torque in the Lexus. (Toyota markets it as a 3.5-liter V-6 but actual displacement is 3,445 cubic centimeters, or 3.4 liters.) The eight-speed automatic transmission is replaced by a 10-speed. Fuel economy improves to 17/22/19 mpg in city/highway/combined driving, far better than the 12/16/14 of the outgoing model.All trims of the 2022 Lexus LX600 can tow up to 8,000 pounds, which is 1,000 more than the 2021 model, with wiring and components integrated into the platform—no bolt-ons here. For comparison, the Lexus LX600 has higher output but tows less than the Tundra.Lighter is BetterThe LX600 has dropped 441 pounds—the aluminum roof is a first for Lexus—which means a little less weight to haul around. It still feels like a large vehicle when you drive it, with heavy steering and a sense of the mass around you, but acceleration is smooth and ample in all driving conditions.There is little body roll, and the suspension soaks up most road impurities; it is only on especially rough pavement that you are reminded you are in a body-on-frame truck. Inside the cabin is the quiet, cocoon-like experience Lexus is known for.Adaptive cruise control is easy to find and use. Lane centering can be a bit abrupt in its corrections at times, but for most of our drive it kept the vehicle evenly and uneventfully centered, never coming close to the painted lines or crossing out of the lane.Lexus Safety System+ 2.5 is standard on all trims and adds lane-departure with driver assist, courtesy of the upgrade to electric power steering. The safety suite is not quite as advanced as the 3.0 system on the 2022 Lexus NX which has a digital key and remote park. Higher trims of the LX have a standard head-up display, and the Ultra Luxury has a digital rearview mirror.No Mistaking That GrilleYou won't miss the 2022 Lexus LX coming or going. The grille is massive and remains the subject of debate: people tend to love it or hate it. The new F-Sport is notable for its giant black mesh front grille that's meant to provide a sportier and more menacing look. The chrome horizontal bars of the new Ultra Luxury speak to a different customer.Across the back, "Lexus" is spelled out in large letters, replacing the old logo in the center and model name at the right corner. This is a new design element that debuted on the Lexus NX.Despite its size, the 2022 Lexus LX600 is easy to get into thanks to running boards and grab handles. But it is a long reach to adjust the side mirrors or the volume on the stereo.All About the SeatingExcept for the Ultra Luxury's captain's chairs, the other trims have second-row bench seats with seatbelts for three, but the middle passenger's space is narrow. Lexus product planners are looking at adding captain's chairs to future trims, but it seems like an early miss for a luxury flagship vehicle. The seats are heated and ventilated, and with a manual lever the 60/40 split bench seats flip up and tumble forward for third-row access.Good news: the third-row seats fold into the floor, a huge improvement over the outgoing model where the seats were pushed to the sides of the cargo area, encroaching on space for gear. On the Luxury trim you can push a button to fold both the second- and third-row (50-50 split) seats flat. But the 2022 LX600 still has a live rear axle, which means those in the very back are forced to sit up high, upright, and with raised knees.Another improvement: the split-opening at the back is replaced by a traditional single-piece liftgate. It is powered and can be opened by kicking your foot under the sensor, just right of the trailer hitch.Big Infotainment NewsInside, the big news is a vastly improved, in-house-developed infotainment system. It relies on touchscreens and good old-fashioned knobs and buttons rather than the much-maligned Lexus joystick/touchpad.The new infotainment system, which debuted on the 2022 Lexus NX, was a top priority. On the LX, there are two separate center screens so that navigation can remain displayed on the top 19.3-inch screen while off-road information is shown on the same-size screen below. There are four USB outlets on the lower two trim levels and six on the top three trims.The "Hey Lexus" voice command works well and recognizes natural speech patterns. But on a dirt road in New Mexico, with no service, the Google nav system could not reroute us when we got mixed up. In more urban areas it worked flawlessly.The 2022 Lexus LX600 comes with six drive modes, one more than the 2021 model offered. They include Comfort, Normal, Sport S, Sport S+, Custom, and Eco. The Sport modes are barely perceptible as sportier; the throttle and exhaust notes are turned up, but barely.This remains a quiet vehicle to drive in all modes. The F-Sport is a bit more visceral; you feel gear shifts more succinctly and acceleration does fall off quicker when you lift your foot. The F Sport has standard Adaptive Variable Suspension electronically controlled dampers, and the electric power steering is tuned to be more responsive.Off-Road ProwessThe 2022 Lexus LX600 has a full-time four-wheel-drive system with low range. The Torsen center differential can lock to split the power 50-50 front and rear, but only the F Sport has a Torsen limited-slip rear diff.You'll find 8.9 inches of ground clearance, and the Active Height Control hydraulic suspension can increase the height by 7 inches and lower it by 2.0 inches. It is standard on the Ultra Luxury and optional on Luxury and F-Sport.The F Sport has a standard Torsen rear limited-slip diff and new rear anti-roll bar for better off-roading. The trail we clambered over in Santa Fe was moderately challenging and was a cake walk for the F Sport.Anyone who has used the Downhill Assist Control in a Lexus or Toyota knows it is loud—like, "Is there something broken or wrong with this?" loud. Not anymore. The DAC/Crawl feature is operated by a single button to control low speeds up or down a hill on the trail, and it is pretty much dead quiet. The camera that shows the trail ahead is invaluable when all you can see is hood and sky. Push a button in a tight turn to brake the inside wheel; the LX pivots better around an obstacle without the need to throw it in reverse for a multi-point turn.Ultra Luxury for a VIP ExperienceThe 2022 Lexus LX600 Ultra Luxury has a diamond-stitch-pattern leather interior, wood, chrome, a microsuede headliner, and Mark Levinson stereo.Second-row passengers will be happy, especially the right-rear passenger who can recline their seat 48 degrees with a button on the screen in the center console. The front passenger seat moves forward, the headrest lowers, and an ottoman can be employed for your feet. Push another button to restore everything for exit. There are seven massage settings to choose from, too, setting your own intensity level.The HVAC system has regular vents as well as an "air showerhead" that gently releases a soothing airflow from above; a vaporous spa treatment to aid relaxation. There are sunshades for the back seat, but they are operated manually without power assist.Amenity Upgrades to ComeThere is a wireless charger in the LX600 Ultra Luxury trim for rear-seat passengers—but not for the driver. Lexus is working on fixing this oversight, product planners told us. The driver has wireless CarPlay but can't charge wirelessly. Nor does the driver's seat come with massage. Lexus is looking at that, too, we were told.Rear passengers have headphones, but they are not Bluetooth, which means a cumbersome cord. Nor is there a remote for the lounging passenger to manage the entertainment. Again, Lexus is considering/working on it. Captain's chairs are only available on the Ultra Luxury but could become available on more trims sometime down the road. The rear door opening feels a bit small for VIP entry; a wider-opening door to the second row would also be appreciated. The issue is exacerbated by the screen on the back of the front seat which further impinges on space as you climb in.Lexus said one reason some seemingly obvious amenities are not available in the first model year is to let the new 2022 Lexus NX600 get out of the gate. Lexus officials will continue to gather feedback from LX600 customers to help guide future upgrades. We'll go out on a limb and say greater availability of captain's chairs will make the list. Additionally, giving drivers of a $130,000 vehicle a massaging seat and wireless charging, while adding power sunshades—and a remote and Bluetooth headphones for VIP passengers—are good ideas for the suggestion box.Company officials hope the 2022 Lexus LX600's additional trim levels and broader reach will double the model's sales and market share. The new LX600 is a giant leap forward, but customers expect certain amenities for this amount of money. The sooner the product planners get them approved and executed, the better.Looks good! More details?2022 Lexus LX600 PRICE $88,245-$127,345 LAYOUT Front-engine, RWD/AWD, 4-7-pass, 4-door SUV ENGINE 3.4L/409-hp/479-lb-ft twin-turbo DOHC 24-valve V-6 TRANSMISSION 10-speed auto CURB WEIGHT 5,700-5,950 lbs (mfg) WHEELBASE 112.2 in L x W x H 200.6 X 78.4 x  74.6 in 0-60 MPH 6.9 sec (MT est) EPA FUEL ECON 17/22/19 mpg ENERGY CONSUMPTION, CITY/HWY 153-198 kW-hrs/100 miles CO2 EMISSIONS, COMB 1.02 lb/mile ON SALE First Quarter 2022 Show All

The upcoming Lotus Emira will be the last combustion-powered sports car from the fabled British sports car maker, and they seem to be sorting out a very special tune to celebrate it. While many will be interested in the more-powerful V-6 model, the Lotus Emira will also adopt AMG's turbocharged 2.0-liter I-4, which the company claims is the most-powerful road-going four-pot in the world. To equip it in a mid-engine sports car configuration is incredibly drool-inducing.The Emira will go on sale with either a 3.5-liter supercharged V-6 sourced from Toyota, or AMG's 2.0-liter turbocharged I-4, and both will be available in the "First Edition" launch spec for the model. The blown V-6 puts out just over 400 horsepower and 310 lb-ft of torque, but it's the fancy new four-cylinder that will get people talking.The Mercedes-AMG four-cylinder is already in production, found under the hoods of performance models such as the Mercedes-AMG CLA45, GLA45 and GLB45, but Lotus says the engine will get a slight re-work for the Emira's mid-engine configuration, as well as a unique software tune and Lotus-designed exhaust. The twin-scroll turbo design allows for minimum lag and faster spool-up. While Lotus and AMG claim the motor is good for up to 208 bhp per liter, the four-cylinder Emira is rated at just 365 hp and shares the same 310 lb-ft of torque as the more expensive V-6 Emira.The new I-4 Emira will also get a new-to-Lotus eight-speed paddle-shift dual-clutch gearbox. Gavan Kershaw, Director, Vehicle Attributes, Lotus, says: "It's a bespoke rear-wheel drive variant of the transmission developed by Lotus in collaboration with AMG. On top of that, the gearshift strategy has been defined by the Hethel team as part of the car's performance attributes. It is unique to the Emira and optimised [sic] for the best blend of outstanding driving engagement and performance, fuel consumption and emissions." The V-6 Emira gets a six-speed manual 'box with the addition of a Torsen limited slip differential, or the familiar six-speed auto found on previous Lotus cars.All First Edition Emiras, which you'll be able to option with either motor, come with 20-inch ultra-light forged alloy wheels in a V-spoke design that are diamond cut for a two-tone finish, but all-silver or all-black finish will also be available at no cost. Two-piece brake discs are available with red, yellow, silver or black calipers, with a tire pressure monitoring system included in the First Edition package.Six paint colors are available at launch (Seneca Blue, Magma Red, Hethel Yellow, Dark Verdant, Shadow Grey and Nimbus Grey), paired with seven optional interior colors (red, black, grey and tan Nappa leather, plus three black Alcantara options with either red, yellow or grey stitching). Interior trim is finished in satin chrome, and the seats are 12-way adjustable and heated with driver memory presets.This being Lotus, they felt the need to specify the car comes standard with climate control, cruise control, Apple CarPlay and Android Auto, Bluetooth connectivity, a KEF-tuned digital radio behind a 10.25-inch screen, and a 12.3-inch driver display (and the Emira will not be available without these, for you lightweight purists, at least for now).The First Edition comes with four normally optional packages already checked. The Lower Black exterior pack paints the lower features on the car black. The Design Pack adds privacy glass, new pedals, black Alcantara headliner, and throws in floor mats. The Convenience Pack adds parking sensors, a reversing camera, auto-dimming mirrors with memory settings, and rain-sensing wipers.Finally, the Lotus Drivers Pack offers customers the choice of Tour or Sport suspension tunes, and a choice of rubber between a set of Goodyear Eagle F1 Supersport or Michelin Pilot Sport Cup 2 tires. You will have to pick if you order a First Edition, so make sure you do your homework before ordering.The entry-level, AMG I-4 Emira will start at $85,900 in the U.S. for the First Edition model, before factoring in local tax and destination costs. The V-6 First Edition with the manual is $93,900, and with the old six-speed auto it's $96,050. The base V-6 Emira will start at $82,000, and the rest of the Emira lineup pricing will be available this summer.Lotus promises more details on the new lineup this summer, when customer reservations become available outside of the UK. Deliveries are anticipated to begin by the end of this year, and you can now play with the Emira configurator on the Lotus website in the meantime.